westerbeke raw water pump complete overhauwump removed from

INTRODUCTION

Read this safety mariual iarefirlly. Mast accidents are caused by failure tofollow fundarnerztal rules andprecastions.

Know when dangerous conditiorzs exist and take the necessary precautions to protect yoprse(l; yourper.sonrre1, and your rnachirtery.

The followirrg safe0 irtstrrrctiorts are in compliance with the

Arnerican Boat and Yacht Council (ABYC) standards.

PREVENT ELECTRIC SHOCK

A

Do not touch AC electrical connections while engine is running, or when connected to shore power. Lethal voltage is present at these connections!

enclosures and covers in place.

Shut off electrical power before accessing electrical equipment.

Use insulated mats whcnevcr working on clectrlcal equipment.

(particularly shoes) when handling electrical equipment electrical equipment.

Do not connect utility shore power to vessel's AC circuits. except through a ship-to-shore double throw transfer switch. Damage to vessel's AC generator may result if this procedure is not followed.

Electrical shock results from handling a charged capacitor

Discharge capacitor by shorting terminals together.

PREVENT BURNS

-

A

Do not touch hot engine parts or exhaust system components.

A

running engine gets very hot!

Always check the engine coolant level at the coolant recovely tank.

A

Steam can cause injury or death!

In case of an engine overheat, allow the engine to cool before touching the engine or chccking the c(x)lant.

PREVENT BURNS

-

A

Fire can cause injury or death!

Prevent llash lires. Do not smoke or permit flames o r sparks to occur near the carburetor, fuel line, filter. fuel pump, or other potential sourccs of spilled fuel or fuel vapors. Use a suitable container to catch all fuel when removing the fuel linc, carburetor, or fuel filters.

B

Do not operate with a Coast Guard Approved flame arrester removed. Backfire can cause severe injury o r death.

Do not opcratc with the air clcancrlsilencer removcd.

Backfire can cause severc injury or death.

Do not smoke or pcrmit flames or sparks

KI occur near the fuel system. Keep the compartment and the enginelgenerator clean and free of debris to minimize the chances of lire. Wipe up all spillcd fuel and engine oil.

Be aware

-

PREVENT BURNS

-

a

Explosions from fuel vapors can cause injury or death!

hatches closed when fueling. Open and ventilak cabin after fueling. Check below for fumeslvapor before running the blower. Run the blower ibr four minutes before starc ing your enginc.

All fuel vapors are highly cxploslve. Use extreme care when handling and storingfuels. Store fuel in a well-ventilamd area away from spark-producing equipment and out of the reach of children.

Do not till the fucl tank(s) while the engine is running.

Shut off thc fucl service valve at the enginc when servicing the fuel system. Take care in catching any fuel that might spill. D O NOT allow any smoking, open flames. or other sources of lire near the fuel system or engine when servicing.

Ensure proper ventilation exists when servicing the fuel system.

Do not alter or modify the fuel system.

Be certain fuel linc fittings arc adequately tightened and free of leaks.

Make sure a lire extinguisher is installed nearby and is

Extinguislicrs rated ABC by the NFPA are appropriate for all applications encountcrcd in this environment.

WWESTERBEKE

I

Engbes

&

Generators

i

SAFETY INSTRUCTIONS

TOXIC EXHAUST GASES ACCIDENTAL STARTING

A

Accidental starting can cause injury or death!

A

Carbon monoxide (EO) is a deadlygas!

~ i ~ ~ ~ ~ generator. Remove the negative lead first and reconnect it last.

Make certain all personnel are clear of the engine before staning.

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

BATTERY EXPLOSION

A

Battery explosion can cause injury or death!

w

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 manifold1 water-injected elbow is securely attached.

Be sure the unit and its surroundings are well ventilated.

Run blowers when running the generator set or engine.

Don't run the generator set or engine unless the boat is equipped with a functioning marine carbon monoxide detector that complies with ABYCA-24. Consult your boat builder or dealer for installation of approved detectors.

For additional information refer to ABYC T-22

(educational inforination on Carbon Monoxide).

Do not smoke or allow an open flame near the battery being serviced. Lead acid batteries emit hydrogen, a highly explosive gas, which can be ignited by electrical arcing or by lit tobacco products. Shut off all electrical equipment in the vicinity to prevent electrical arcing during servicing.

Never connect the negative

(-) battery cable to the posi- live (+) connection terminal of the starter solenoid. Do not test the battery condition by shorting the terminals together. Sparks could ignite battery gases or fuel vapors.

Ventilate any compartment containing batteries to prevent accumulation of explosive gases. To avoid sparks, do not disturb the battery charger connections while the battery is being charged.

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

Always turn the battery charger off before disconnecting the battery connections. Remove the negative lead first and reconnect it last whenservicing the battery.

BATTERY ACID

A

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 inadvenently when removing electrolyte caps.

Do not service the engine while it is running. If a situation arises in which it is absolutely necessary to make operating itdjustinents, use extreme care to avoid touching mov-

v

ing parts and hot exhaust system components.

>

.

,

I

A

Carbon monoxide (GO) is an invisible odorless gas. Inhalation produces flu-like symptoms, nausea or death!

k

Do not can diesel exhaust Diesel

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

Do not install exhaust outlet where exhaust can be drawn through portholes, vents, or air conditioners. If the engine: exhaust discharge outlet is near the waterline, water could' enter the exhaust discharge outlet and close or restrict the flow of exhaust. Avoid overloading the craft.

w

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

Dizziness

Headache

Inability to think coherently

Throbbing in temples

Muscular twitching

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Nausea

AVOID MOVING PARTS

Weakness and sleepiness

I

A

Rotating parts can cause injury or death! o

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Engines & Generators

SAFETY INSTRUCTIONS

Do not wear loose clothing or jewelry when servicing equipment; avoid wearing loose jackets, shirts, sleeves, rings, necklaces or bracelets that could be caught in moving parts.

Make sure all attaching hardware is properly tightened.

Keep protective shields and guards in their respective places at all times.

Do not check fluid levels or the drive belts' tension while the enginelgenerator is operating.

Stay clcar of the drive shaft and the transmission coupling when the engine is running; hair and clothing can easily be caught in these rotating parts.

HlUARDOUS NOISE

A

WARNING:

High noise levels can cause hearing

IOS!

Never operate a generator without its muffler installed.

Do not run an engine with the air intake (silencer) removed.

Do not run engines or generators for long periods with their enclosures open.

A

WARNING:

Do not work on machinery when you are mentally or physically incapacitated by fatigue!

OPERATORS MANUAL

Many of the preceding safety tips and warnings are repeated in your Operators Manual along with other cautions and notes to highlight critical information. Read your manual carefully, maintain your equipment. and follow all safety procedures.

GASOLINE ENGINE AND GENERATOR

INSTALLATIONS

Preparations to install a gasoline engine or generator should begin with a thorough examination of the American Boat and

Yacht Council's (ABYC) standards. These standards are from a combination of sources including the USCG and the NFPA.

Sections of the ABYC standards of particular interest are:

H-2 Ventilation

H-24 Gasoline fuel systems

P- l Exhaust systems

P-4 Inboard engines

E-9 DC Electrical systems

All installations must comply with the Federal Code of

Regulations (FCR).

ABYC, NFPA AND USCG PUBLICATIONS FOR

INSTALLING GASOLINE AND DIESEL ENGINES AND

GENERATORS

Read the following ABYC. NFPA and USCG publications lor safety codes and standards. Follow their recommendations when installing your WESTERBEKE enginelgeneralor.

ABYC (American Boat and Yacht Council)

"Safety Standards for Small Craft"

Order From:

ABYC

3069 Solomon's Island Rd.

Edgewater. MD 21037

NFPA (National Fire Protection Association)

"Fire Protection Standard for Motor Craft"

Order From:

NFPA

1

Batterymarch Park

P.O. Box 9101

Quincy, MA 02269-9 101

USCG (United States Coast Guard)

"USCG 33CFR183"

Order From:

U.S. Government Printing Office

Washington,

D.C.

WESTERBEKE

I

Engines

&

Generators

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 siphon- break in the raw water supply hose to the exhaust elbow. This hose must be looped a minimum of

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

the exhaust manifold injection port is at or below the load waterline will result in raw water damage to the engine andpossibleflooding of the boat.

If you have any doubt about the position of the water-injected exhaust elbow relative to the vessel's waterline under the vessel's various operating conditions,

install a siphon-break.

NOTE:

A siphon-break requires periodic inspection and cleaning to etrsure proper operation. Failure to properly maintain a siphon-bmak can result in catasrrophic engine damage. Consult the siphon-break manufacturer for proper maintenance.

EXHAUST SYSTEM

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

A detailed

40

page Marine Installation Manual covering gasoline and diesel, engines and generators, is available from your WESTERBEKE dealer.

TABLE OF CONTENTS

Introduction

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

2

Wiring Diagram (#44780)

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

84

Testing for Overhaul

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

3

Remote Instrument Panel Wiring(#44392)

.......

86

Engine Troubleshooting

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

4

Wiring Diagram (#44781)

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

87

Angular Tightening Methods

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

8

Engine Troubleshooting

.....

.:

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

.

Standard Torque Specifications

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

An extensive troubleshooting chart

.

Engine Disassembly

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

10

Important Measurements

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

1 1

Disassembly Steps

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

12

Inspectionmepair

Cylinder

Head

Inspectionmepair

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

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

l 6

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

.

BE Generator

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

112

Voltage Regulator

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

Generator Information

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

AC Voltage Connections

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

Internal Wiring diagram

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

Electronic Governor Adjustments

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

113

114

115

116

117

Refer to the index for specific items in this section

Torque Data

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

such as: pistons. flywheel. crankshaf. valves. push rods. camshafr. etc

.

Assembly

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

35

9

-

46

Troubleshooting the Electronic Governor

......

118

BE Troubleshooting

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

119

Generator Maintenance

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

120

Refer to the index for spec#c items in this section such as: mcker arms. oil cooler; engine timing. etc

.

Lubricating System

Cooling System

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

49

65 BED Generator Specifications

Raw Water Pump

Turbocharger

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

47


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


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

52


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

53

EON4 Engine Specifications

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

121

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

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

123

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

124

125

Engine Adjustments

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

55

llOT4 Engine Specifications

Fuel System

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

:

56

120N6 Engine Specifications

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

127

Tachometer

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

62

170T6 Engine Specifications

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

128

Alternator

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

63

-

69

Lay-up and Recommissioning

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

Complete tesring and breakdown of the Mando

51A

alternator:

Starter Motor

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

70

-

83

Complete testing and breakdown of the starter moto,:

Metric Conversions Data

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

Special Tools

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

131

Index

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P W E S T E R B E K E

1

Englnes & Generators

INTRODUCTION

PRODUCT SOFTWARE

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

WESTERBEKE are not within WESTERBEKE'S control.

W

E

STERBEK

E

CANNOTBE RE

S

P O

N

S

IBLE F

OR THE

CONTENT O F SUCH S O m A R E . MAKES NO WAR-

RANTIES O R REPRESENTATIONS WITH RESPECT

THERETO, INCLUDING ACCURACK TIMELINESS O R

COMPLETENESS THEREOFAND WILL IN NO EVENT

B E LIABLE FOR ANY TYPE O F D A M A G E OR INJURY

INCURRED IN CONNECTION WITH O R ARISING O U T

O F T H E FURNISHING O R USE O F SUCH SOFTWARE.

WESTERBEKE customers should keep in mind the time span between printings of WESTERBEKE product software and the unavoidable existence of earlier WESTERBEKE product software. The product software provided with products' whether from

Or other suppliers, must not and cannot be relied upon exclu- sively as the definitive authority on the respective product. It not only makes good sense but is imperative that appropriate representatives of WESTERBEKE or the supplier in question be consulted to determine the accuracy and currentness of the product software being consulted by the customer.

NOTES, CAUTIONS AND WARNINGS

As this manual takes you through the operating procedures, maintenance schedules. and troubleshooting of your marine engine, critical information will be highlighted by NOTES,

CAUTIONS, and WARNINGS. An explanation follows:

NOTE:

,411 operating procedure essenrial to note.

Customer Identification Card

/w/

WESTERBEKE

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Engines

&

Generators

MR. GENERATOR OWNER

MAIN STREET

HOMETOWN, USA

Model 55 BED

Expires 111200 1

Ser. #U0000-El02

The WESTERBEKE serial number is an alphanumeric number that can assist in determining the date of manufacture of your WESTERBEKE enginelgenerator. The manufacturer's date code is placed at the end of the engine serial number and consists of a character followed by three numbers. The character indicates the decade (A=1960s, B=1970s,

C=1980s, D=1990s E=2000s), the first number represents the year in the decade, and the second and third numbers repre- sent the month of manufacture.

SERIAL NUMBER LOCATION

The engine's serial number can be found stamped into the block just out board of the injection pump. identification plate on the engine manifold also displays the engine model and serial number.

The generator serial number is stamped on the left side of the generator housing and on the flat surface above the rotary carrier bearings.

observed, can result in the damage or destruction of your engine.

ORDERING PARTS

ENGINE OVERHAUL

The following sections contain detailed information relating to the proper operation characteristic of the major components and systems of the engine. Included are disassenlbly, inspection and reassembly instructions for the guidance of suittable equipped and staffed marine engine service and rebuilding facilities. The necessary procedures should be taken only by such facilities.

Additional detailed information and specifications are provided in other sections of this manual, covering the generator, alternator, starter motor, engine adjustments,

"0ling PulnPs, etc. engine model number and serial number as they appear on the silver and black nameplate located on the manifold. You must provide us with this information so we may properly identify your engine. In addition, include a complete part description and pan number for each part needed (see the separately furnished P a s List). Insist upon WESTERBEKE packaged parts because wiNfr or generic parts are frequently not made to the same specifications as original equipment.

!

WESTERBEKE

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HOW TO DETERMINE ENGINE OVERHAUL PERIOD

Cause of Low Compression

Generally, the time at which an engine should be overhauled is determined by various conditions such as lowered engine power output, decreased compression pressure, and increased fuel and oil consumption. The lowered engine power output is not necessarily due to trouble with the engine itself, but is sometimes caused by injector nozzle wear or injection pump wear. The decrease in compression pressure is caused by many factors. It is, therefore, necessary to determine a cause or causes on the basis of data produced by periodic inspection and maintenance. Oil analysis on a seasonal basis is a good means of monitoring engine internal wear. When caused by worn cylinders or piston rings, the following symptoms will occur:

1 Low engine power output

2 Increased fuel consumption

3 Increased oil consumption

4 Hard engine starting

5

Noisy engine operation

These symptoms often appear together. Symptoms 2 and 4 can result also from excessive fuel injection, improper injection timing, and wear of the injectors. They are caused also by defective electrical devices such as the battery, alternator, starter and glow plugs. Therefore it is desirable to judge the optimum engine overhaul time by the lowered compression pressure caused by worn cylinders and pistons plus increased oil consumption. Satisfactory combustion is obtained only under sufficient compression pressure. If an engine lacks compression pressure, incomplete combustion of fuel will take place even if other pans of the engine are operating properly. To determine the period of engine overhaul, it is important to measure the engine compression pressureregu- larly.

At

the same time, the engine speed at which the measurement of compression pressure is made should be checked because the compression pressure varies with engine rpm.

The engine rpln can be measured at the front end of the crankshaft.

NOTE:

To test engine compression see the ENGINE

ADJUSTMENT section of this manual.

ASSEMBLY

1. Wash all parts, except for oil seals. O-rings, rubber sheets, etc., with cleaning solvent and dry thein with pressure air.

2. Always use tools that are in good condition and be sure you understand how to use them before performing any job.

3. Use only good quality lubricants. Be sure to apply a coat of oil, grease or sealant to pans as specified..

4. Be sure to use a torque wrench to tighten parts for which torques are specified.

5. Ant time the engine is assembled, new gaskets and

O-rings inust be installed.

TESTING FOR OVERHAUL

OVERHAUL CONOlTlONS

Compression pressure tends to increase a little in a new engine until piston rings and valve seats have been broken in.

Thereafter, it decreases gradually with the progress of wear of these parts.

When decrease of compression pressure reaches the repair limit, the engine must be overhauled.

The engine requires overhaul when oil consumption is high, blowby evident, and compression values are at minimum or sliould l ~ e

kg/cn~:

441

psi at

200

rp11. The niwriniun~ cliffereticc bet wee^^ cylirzders riiust not exceed

10%.

DISASSEMBLY

1. Before disasseinbly and cleaning, carefully check for defects which cannot be found after disassembly and cleaning.

2. Drain water, fuel and oil before disassembly.

3. Clean or wash the engine exterior.

4. Do not remove or disassemble the parts that require no disassembly.

5.

Perform disassembly in a proper order using proper tools.

Keep disassembled parls in order. Apply oil when necessary. Take special care to keep the fuel system parts from intrusion of dust and dirt.

6. Pais must be restored to their respective components fiom which they were removed at disassembly. This means that all pan. must be set aside separately in group?, each marked for its component, so that the same combination or set can be reproduced at assembly.

7. Pay attention to marks on assemblies, components and parts for their positions or directions. Put on marks, if necessary, to aid assembly..

8. Carefully check each part or component fore any sign of faulty condition during removal or cleaning. The part will tell you how it acted or what was abnormal about it more accurately during removal or cleaning.

ALTERNATOR INSPECTION

When rebuilding the engine, the alternator should be cleaned and inspected. The housing can be wiped off with a solvent and the alternator terminal studs should be cleaned with a wire brush. Make certain the studs are tight and clean the

- connections that connect to the wiring

Turn the rotor pulley by hand. It should turn smoothly.

Depending on when the alternator was bast serviced, the brushes may need replacing. If the alternator is at all suspect. send it to a service shop for testing and overhaul.

For additional information on alternators refer to the

ALTERNATOR and MANDO

SERVlCE in this manual.

WESTERBEKE

/


ENGINE TROUBLESHOOTING

The following troubleshooting chart describes certain problems relating to engine service, the probable causes of these problems, and the recommendations to overcome

Refer also t o t h e m o r e detailed Troubleshooting section in the b a c k

of

this manual.

NOTE:

TIE engine's electrical system is protected by a

20-

the need for an engine overhaul.

PROBLEM

HARD STARTING

PROBABLE CAUSE

LOW CRANKING SPEED

1.

Engine oil viscosity too high.

2.

Run-down battery.

3. Worn battery.

4.

Battery terminals loosely connected.

5.

Defective starter.

DEFECTIVE INJECTION SYSTEM

1.

Air trapped in fuel passage.

2. Clogged fuel filter.

3. Low injection pressure.

4.

Inadequate spray.

5.

Injection pump delivering insufficient fuel.

6. Injection too early. nlounted on the same bracket.

VERIFICATIONIAEMEOY

1.

Replace engine oil with less viscous oil.

2.

Recharge battery.

3. Replace battery.

4.

Clean terminals and correct cables.

5.

Repair or replace starter.

1.

Bleed air from fuel system.

2. Clean or replace filter.

3. Adjust injection pressure.

4.

Clean or replace nozzle.

5.

Repair or replace injection pump.

6. Adjust injection timing.

LOW OUTPUT

MAIN ENGINE TROUBLES

1.

Low compression.

a.

Incorrect valve clearance.

b. Inadequate contact of valve seat.

c. Valve stem seized.

d.

Broken valve spring.

e. Compression leaks through cylinder head gasket.

1.

Piston ring seized.

Q .

Worn piston ring and cylinder.

2.

Burnt glow plug.

3. Faulty glow plug operation.

4.

Incorrect governor lever position.

LOW COMPRESSION

a.

Adjust valve clearance.

b. Lap valve.

c. Replace valve and valve guide.

d. Replace valve spring.

e.

Replace gasket.

1.

Replace piston and piston ring.

g. Overhaul engine.

2.

Replace glow plug.

3. Correct lead wire connection.

4.

Set lever to starting position.

See

HARD STARTING

INJECTION SYSTEM OUT OF ADJUSTMENT

1.

Incorrect injection timing.

2.

Insufficient injection.

3. Low injection pressure.

INSUFFICIENT FUEL

1.

Air trapped in fuel system.

2.

Clogged filter.

3. Contaminated fuel tank.

INSUFFICIENT INTAKE AIR

1.

Clogged air cleaner.

1.

Adjust injection timing.

2.

Repair or replace injection pump.

3. Check injection nozzle and adjust pressure.

1.

Check and retighten connector.

2.

Clean or replace filter.

3. Clean tank.

1.

Clean or replace air cleaner.

(contitwed)

", c,

8

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WESERBEKE

I

Engines

&

Generators

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PROBLEM

LOW OUTPUT (cont.)

EXCESSIVE OIL

CONSUMPTION

EXCESSIVE FUEL.

CONSUMPTION

SMOKY EXHAUST


VERIFICATION/REMEDY PROBABLECAUSE

OVERHEATING

1.

Low coolant level.

2.

Loose V-belt.

3. Incorrect injection timing.

4.

Low engine oil level.

OIL LEAKAGE

1.

Defective oil seals.

2.

Broken gear case gasket.

3. Loose gear case attaching bolts.

4.

Loose drain hose.

5.

Loose oil pipe connector.

6. Broken rocker cover gasket.

7. Loose rocker cover attaching bolts.

OIL LEVEL RISING

1. Incorrectly positioned piston ring gaps.

2.

Displaced or twisted connecting rod.

3. Worn piston ring.

4.

Worn piston or cylinder.

OIL LEVEL FALLING

1.

Defective stem seal.

2.

Worn valve and valve guide.

ENGINE BODY TROUBLES

1.

Noisy knocking.

2.

Smoky exhaust.

3. Moving parts nearly seized or excessively worn.

4.

Poor compression.

5.

Improper valve timing.

6. Improper valve clearance.

INSUFFICIENT INTAKE AIR

1.

Air intake obstructed.

NOZZLE TROUBLES

1.

Seized noule.

2.

Worn nozzle.

IMPROPER FUEL

FUEL LEAKS

WHITISH OR PURPLISH

1.

Excessive engine oil.

2.

Excessive rise of oil into combustion chamber.

a. Poor piston contact.

b.

Seized piston ring.

c.

Excessive piston-to-cylinder clearance.

1.

Add coolant.

2.

Adjust or replace V-belt.

3. Adjust injection timing.

6.

Add engine oil.

1. Replace oil seals.

2.

Replace gasket.

3. Retighten bolts.

4.

Retighten hose.

5.

Retighten oil connections.

6. Replace gasket.

7. Retighten attaching bolts.

1. Correct ring gap positions.

2.

Replace connecting rod.

3. Replace ring.

4.

Replace piston and rebore cylinder.

1. Replace stem seal.

4.

Replace a valve and valve guide.

1. see

KNOCKING.

2.

See

SMOKY EXHAUST.

3. Repair or replace.

4. See LOW

COMPRESSION; HARD STARTING.

5.

Adjust.

6. Adjust.

1.

Remove obstruction.

1.

Replace.

2.

Replace.

Replace with proper fuel.

Find fuel leaks.

1. Correct oil level.

a. Check.

b.

Replace or clean.

c. Replace or correct.

(cunrinued)

WESTERBEKE

I


5

I

PROBLEM

SMOKY EXHAUST (cant

ABNORMAL SOUND

OR NOISE

ROUGH OPERATION


PROBABLE CAUSE

WHITISH OR PURPLISH (cont..)

d.

Worn valve stem and valve guide.

8.

L

OW engine oil viscosity.

1.

Excessive oil pressure.

3. Injection timing is too late.

4.

Insufficient compression.

VERIFICATION/REMEOY

d. Replace.

8.

Replace.

I.

Correct.

3.

Adjust.

4.

See

LOW COMPRESSION; HARD STARTING.

BLACKISH OR DARK GRAYISH

1.

Engine body troubles.

a.

Poor compression.

b. Improper valve clearance.

2.

Insufficient intake air (air cleaner clogged).

3. Improper fuel.

CRANKSHAFl AND MAIN BEARING

1.

Badly worn bearing.

2.

Badly worn crankshaft.

3.

Melted bearing.

CONNECTING ROD AN0 CONNECTING ROO BEARING

1.

Worn connecting rod big end bearing.

2.

Worn crankpin.

3. Bent connecting rod.

a. See

LOW COMPRESSION; HARD STARTING.

b.

Adjust.

2.

Clean air cleaner.

3. Replace with proper fuel.

1.

Replace bearing and grind crankshaft.

2.

Grind crankshaft.

3. Replace bearing and check lubrication system.

1.

Replace bearing.

2.

Grind crankshaft.

3. Correct bend or replace.

PISTON, PISTON PIN, AN0 PISTON RING

1.

Worn cylinder.

2.

Worn piston pin.

3. Piston seized.

4.

Piston seized and ring worn or damaged.

VALVE MECHANISM

1.

Worn camshaft.

2.

Excessive valve clearance.

3. Worn timing gear.

4.

Worn fan pulley bearing.

INJECTION PUMP SYSTEM

1.

Uneven injection.

2.

Control rack mallunctioning.

3. Worn delivery valve.

4.

Inadequate injecllon nozzle spray.

GOVERNING SYSTEM

1.

Governor lever malfunctioning.

2.

Fatigued governor spring.

1.

Rebore cylinder to oversize and replace piston.

2.

Replace piston.

3. Replace piston and rebore cylinder.

4.

Replace piston and rings.

1 .

Replace.

2.

Adjust.

3. Replace.

4.

Replace.

1.

Adjust injection or replace parts.

2.

Disassemble, check and correct injection pump.

3. Replace.

4.

Replace injection nozzle.

1.

Check governor shafl and correct operation.

2.

Replace.

p

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Engines

&

Generators

PROBLEM

KNOCKING

INTERMIllENT

EXHAUSTSOUND

OVERHEATING

LOW OIL PRESSURE


VERlFlCATlONBEMEOY PROBABLE CAUSE

ENGINE KNOCKS WITHOUT MUCH SMOKE

1. Main engine troubles.

a. Overheated cylinder.

b. Carbon deposits in cylinder.

2.

Too early injection timing.

3. Too high injection pressure.

4.

Improper fuel.

a.

See

OVERHEATING; LOWOUTPUT.

b.

Clean.

2.

Correct.

3. Correct.

4.

Replace with proper fuel.

KNOCKING WITH DARK SMOKE

1. Poor compression.

2.

Injection pump malfunctioning.

3. Improper noule.

a.

Poor spray.

b.

Poor chattering.

c. Afler-injection drip.

d.

Nozzle needle valve seized.

1.

Fuel filter clogged.

2.

Water mixed in fuel

1. See

LOW COMPRESSION; HARD STARTING.

2.

AdjustFIepair

a.

Clean or replace nozzle.

b.

Repair or replace nozzle.

c.

Repair or replace nozzle.

d. Replace.

1.

Clean or replace.

2.

Replace fuel.

1.

V-belt slackening or slippery with oil.

2.

Damaged water pump.

3. Lack of coolant.

4.

Low oil level or poor oil quality.

5.

Knocking.

6. Moving parts seized or damaged.

7.

Defective thermostat.

1.

Worn Bearings.

2.

Relief valve malfunction.

3. Clogged oil cooler.

4.

Diesel dilution of the oil.

1. Adjust, replace or clean.

2.

Replace.

3. Add.

4.

Add or change.

5.

See

KNOCKING.

6. Replace.

7. Replace.

1. Engine overhaul replace bearings.

2.

Overhaul oil pump.

3. Repair.

4.

Injection pump repair.

W W E S T E R B E K E

/

Engines

&

Generators

ANGULAR NUT AND BOLT TIGHTENING METHOD

1. Carefully wash the nuts and bolts to remove all oil and gredse.

2. Apply a coat of molybdenum disulfide grease to the threads and setting filces of the nutsand bolts.

3. Tighten the nuts and bolts to the specified torque (snug torque) with a torque wrench.

CENTER LINE

6. Draw another line (F-G) on the face of each of the parts to be clamped. This line will be in the direction of the specified angle

(Q) across the center

(E) of the nut or bolt.

7. Use a socket wrench to tighten each nut or bolt to the point where the line (A-B) is aligned with the line

(F-G).

Example: Specified Angle and Tightening Rotation i

360"

One full turn

4. Draw a line (A-B) across the center of each bolt.

5. Draw another line (C-D) on the face of each of the parts to be clamped. This line should be an extension of the line

(A-B).

COINCIDING LlNE

C

IV~)-IWESTERBEKE

I


STANDARD BOLTS

/

TIGHTENING TORQUE SPECIFICATIONS

NOTE:

Tlre torque values givat it! rlreji)/lowbrg ruble slrould be applied wltere a particular torque is 1to1 s/~ecified.

kg-m

~

'

28.5 i5.7

NOTE:

Bolts 1t111rk~d

(111

asr~risli I I S P ~ I , ~ ~ , ~

. ~~.~

~?!areri(rls

( IS

ca,slil~fis.

/K~WESKRBEKE

/


ENGINE DISASSEMBLY

GENERATOR

Disconnect the AC wiring and unplug the engine's DC wiring hamess at the generator control panel. Remove the battery cables from the engine and tape over the terminals.

NOTE:

Lube1 any lines, ho.ses or cables us you separate therrr.

Separate the exhaust hose at the water injected elbow and disconnect the fuel supply and return lines.

Drain the engine oil and the coolant from the engine.

Carefully support and then unbolt the generator backend from the engine. See

SPECIAL TOOLS in this manual.

Additional generator information will be found in the

GENERATOR section of this manual.

PROPULSION ENGINE

Switch off the batteries and disconnect the battery cables from the engine and tape over the terminals.

Drain or pump out all the engine oil and drain the coolant from the engine and engine hoses.

Unplug the instrument panel wiring hamess. Drain the transmission fluid and the transmission oil cooler hoses,

Detach the oil cooler hoses and unbolt the transmission from the engine.

TRANSMISSION

If the transmission is not being rebuilt it should be visually inspected. Flush out and pressure test the oil cooler and replace the coolant hoses. Inspect and lubricate the gear shift linkage and the propeller shaft coupling. Clean and repaint the transmission and change the transmission fluid.

For transmission service and maintenance refer to your transmission manual. To rebuild a transmission contact your

WESTEWEKE

dealer or an authorized transmission service center.

DAMPER

PLATE

DRAIN

BOLTS

ENGINE DISASSEMBLY

H

Clean the exterior of the engine of any deposits of

Take the following precautions:

. dirt and oil.

B, not to damage the disassembled parts.

Arrange parts in the order of disassembly. Mark or label parts as needed to insure proper mating and reassembly. Keep parts clean.

Mount the engine on a suitable engine stand for disassembly.

'

With the transmissiodgenerator separated from the engine, begin the following step by step procedure to disassemble the engine.

1.Remove the transmission damper plate from the engine flywheel.

2. Remove the engine oil cooler and oil hoses. Note oil hose connections from the oil cooler to the engine.

3.Remove the engine heat exchanger. If possible, leave one end of each hose connected to the palt being removed.

4. Remove the bell housing and the circuit breaker1 preheat solenoid mounting bracket.

5. Remove the engine back plate.

6.

Remove the start motor, drive belt and the alternator.

Label the wires and cables.

7.

Remove the engine mounted raw water pump, complete with its adapter mounting plate. See RAW

WATER PUMP for paris breakdown.

8. With the hoses disconnected, remove the thermostat housing and housing gasket, leaving the temperature sender in place.

9. Remove the coolant circulating pump. Refer to

C O O U N T PUMP ASSEMBLY.

10.Remove the air intake silencer and the intake manifold.

11.Remove the oil filter and the mounting bracket from the engine block.

12.Unbolt the elbows and remove the exhaust manifold in its entirety.

13.Remove the fuel injection pump. Disconnect the fuel injection pipes and fuel leak-off pipe from the fuel injection pump and nozzles.

NOTE:

P~rr plugs or cups on the openings of the injecrion pump onrl rroulc connectors. Golfrees work well asplugs.

14.Remove the fuel injection nozzle.. Loosen the fuel injection nozzles with a wrench. Remove the nozzles and gaskets from the cylinder head.

15.Pepare to disassemble the engine block.

0 .

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Engines

&

Generators

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MEASUREMENTS

PRIOR TO MAIN ENGINE DISASSEMBLY

1. Idler Gear

Measure the following points before disassembly. mm(in)

Limit

~

Idler Gear End

Play

Standard

-

~~~

0.058

-

(0.002

-

0.2

(0.008)

-

~

-~

Timing Gears

Backlash

~~

Standard

0.10

(0.004

-

-

~ rnm(in)

Limit

0.3

(0.012)

Includes the crankshaft gear, the camshaft gear, and the idler gear.

MEASURE IDLER

GEAR

END PLAY

2.

Cam Shaft

Measure the following points before disassembly. mm(in)

Limit

Cam Gear End

Play

Standard

0.050

-

(0.002 -

0.2

(0.008)

3.

Crankshaft Bearing Cap

Measure the crankshaft end play at the thrust bearing (center main bearing) before disassembly. mm(in)

~

Crankshaft End

Play

~

Standard

~

0.15

(0.006

-

-

Limit

0.4

(0.016)

~

MEASURE TIMING GEARS BACKLASH

,CAMSHAFT GEAR

'-----

T

H

RUST P

LA

TE

'FEELER GAUGE

MEASURE CAM SHAFT

GEAR

END PLAY

MEASURE CRANKSHAFT BEARING CAP END PLAY

WESTERBEKE

I

Engines

&

Generators

11

DISASSEMBLY

4

8

Disassembly Steps

1 . Dipstick and guide tube tube

2. Air breather

3.

Turbo adapter

4. Oil feed pipe

5.

Oil drain pipe

6.

Turbocharger

7. Gasket

8.

Starter

9.

Drive belts

10. Alternator

11. Waterpump pulley

12. Cylinder head cover

Turbocharger

Plug oil ports in turbocharger body immediately after removal o f t h e turbocharger.

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4

'7

5

WESTEREEKE

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Engines

&

Generators

12

! i

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1. Rubber hose

;

water by-pass

2. Rocker arm shaft assembly

3.

Push rod

4. Cylinder head bolt

5. Cylinder head assrnbly

6. Cylinder head gasket

7.

Water pump assembly

8. Tappet chamber cover

DISASSEMBLY

9. Oil pump driving pinion

10. Starting handle nut

11. Taper bushing

12. Crankshaft pulley and dust thrower

13. Timing gear cover

14. Oil thrower

15. Flywheel

'15

DISASSEMBLY

NUMBERS INDICATE

SUGGESTED ORDER

OF DISASSEMBLY

SIX CYLINDER MODEL

(SHOWN)

11

CRANKSHAFT

BEARING (LOWER) AND BEARING CAP

2

OIL PAN

(NOTSHOWN)


1.

Oil cooler

2. Oil pan

3.

Oil pump and coupling

4. Flywheel housing

5. Piston and connecting rod

6. ldler gear

7.

Camshaft

8.

Tappet

9.

10.

Timing gear case ldler gear shaft

11. Crankshaft bearing cap

12. Crankshaft bearing (lower half)

13. Thrust bearing

14. Crankshaft

15. Crankshaft bearing (upper half)

6

GEAR

INSPECTOIL COOL

REPLACEANY PAR

SHOW EXCESSIVE

BY-PASS VALVE,

O-RING. SPRING

AND PLUG

WESTERBEKE

/

Engines

&

Generators

14

INSPECT OIL COOLER ASSEMBLY:

REPLACE ANY PARTS THAT

SHOW EXCESSIVE WEAR

OR DAMAGE.

-

*'

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INSPECTIONIREPAIR

C A

R

BO

N

DEP OSITS

NUMBERS INDICATE

ORDER OFDISASSEMBLY

1.

PISTON RINGS

2. SNAP RINGS

3. PISTON PIN AND

CO N

NE

CTING

ROD

Note:

Remove any cylinder bore.

This will deposits from the upper Pa rt the

1.

Piston Rings

Use a piston remover to remove the Piston rings.

DO not attempt to use some other tool: Piston ring stretching will ring tensbon.

2, 3.

SNAP R INGS and Piston Pin

Use a pair snap ring.

,*,

T~~ the piston pin out with a hammer a nd brass bar.

~ w E S T E R B E K E

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Engines

&

Generalors

NUMBERS INDICATE THE SUGGESTED ORDER OF DISASSEMBLY

6 ,

SPLIT COLLAR

*-

7

SPRING SEAT (UPPER)

INTAKE MANIFOLD/GASKET

(SIX CYLINDER SERIES SHOWN)

3

4

SIX CYLINDER

HOUSING/GASKET

MANIFOLDIGASKEI

INSPECTION AND REPAIR

Make all necessary adjustments, repairs and part replacements if excessive wear or damage is discovered during inspection.

- i

WHEN REMOVING THE SPLIT COLLAR

USE VALVE SPRING COMPRESSOR

mWES7ERBEKE

1


"

INSPECTION/REPAIR

CYLINDER HEAD

Cylinder Head Lower Face Warpage

1. Use a straight edge and a feeler gauge to measure the four sides and the two diagonals of the cylinder head lower face.

2. Regrind the cylinder head lower face if the measured values are greater than the specified limit but less than the maximum grinding allowance.

Water Jacket Water Pressure Test

Use the hydraulic gauge to check the water jacket water pressure.

(71.1 psi) three minutes,

Check the entire cylinder head for water leakage.

TESTING THE WATER

JACKET PRESSURE

If the measured values exceed the maximum grinding allowance, the cylinder head must be replaced.

Cylinder Head Lower Face Warpage

Standard Limit mm(in)

Maximum Grinding

Allowance

0.2 (0.008) 0.3 (0.012)

(0.002) or less

A

VALVE GUIDE

Valve Stem and Valve Guide Clearance

Measuring Method

-

I

1. With the valve stem inserted in the valve guide, set the dial indicator needle to " 0 .

2. Move the valve head from side to side.

Note the total dial indicator reading (TIR).

This value is the clearance between the valve stem and the valve guide.

If the measured values exceed the specified limit, the valve and the valve guide must be replaced as a set.

Valve Stem Clearance mm(in)

Cylinder Head Height (Reference)

Standard

89.95 (3.544)

-

1

89.65 (3.530)

Note:

depression must be checked.

MEASURE

CYLINDER

HEAD HEIGHT

!

!

!

MEASURE THE VALVE STEM AND GUIDE CLEARANCE


Valve Depression

Measuring Method

-

II

1. Measure the valve stem outside diameter.

1. Install the valve

2.

Use a caliper calibrator or a telescoping gauge to measure the valve guide inside diameter.

The difference between the valve stem outside di-

2. Use a depth gauge or a straight edge with steel r u l t to measure the valve depression from the cylinder head lower surface.

MEASURING

THE

VALVE GUIDE 1.0. ameter and the valve guide inside diameter is equal to the valve stem clearance.

If the measured value exceeds the specified limit. the valve seat insert andlor valve must be replaced.

63

If the valve is replaced, the valve guide must be also replaced. mm(in)

1

Intake and Exhaust

Valve Depression

1

; i

Standard

,0,039)

Limit

2.5 (0.098)

Valve Guide Replacement

Valve Guide Removal

Use a hammer and the valve guide remover to drive out

REMOVERIINSTALLER

The height of the valve guide top edge from the cylinder head upper face should be 14.1 mm (0.55 in).

Valve C o n t a c t W i d t h

1. Inspect the valve contact faces for roughness and unevenness.

Make smooth the valve contact surfaces.

2.

Measure the valve contact width.

If the measured value exceeds the specified limit, the valve seat insert must be replaced.

Valve Contact Width

I

Standard

I

Limit mm(in)

1

1.5 (0.059)

1

2.0 (0.078)

NTACT WIDTH i i i i

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Engines & Generators i

INSPECTlONlREPAlR

Valve Seat lnsert Replacement

Valve Seat lnsert Removal

1.

Arc weld the entire inside circumference valve seat insert

0

.

@ of the

2. Allow the valve seat insert to cool for a few minutes.

This will invite contraction and make removal of the valve seat insert easier. v a l v e Seat lnsert Correction

1. Remove the carbon deposits from the valve seat insert surface.

2. Use valve cutters (15'. 30'. or 75' blades) to remove scratches and other rough areas.

This will bring the contact width back to the standard value of 90'

@ .

Remove only the scratches and rough areas. Do not cut away too much. Take care not to cut away

3. Use a screwdriver free.

@ to pry the valve seat insert

Take care not t o damage the cylinder head

@

.

I

4.

Carefully remove carbon and other foreign material from the cylinder head insert bore.

Valve Seat Installation

1. Carefully place the attachment a

(having the smaller outside diameter than the valve seat insert) on the valve seat insert a.

Note:

The smooth side of the attachment must contact the valve seat insert.

2. Use a bench press a to slowly apply pressure to the attachment and press the valve seat insert into place. (Amount of pressure needed is more than

2,500 kg)

Note: not apply an excessive of pressure with the bench press. Damage to the valve seat insert will result.

Note:

Use an adjustable valve cutter pilot.

Do not allow the cutter pilot to wobble inside the valve guide.

3. Apply abrasive compound to the valve seat insert surface.

4. lnsert the valve into the valve guide.

5. Hand lap the valve and the valve seat with a lapp- ing cup.

This will provide optimum valve and valve seat contact for effective gas sealing.

6. Check that the valve contact width is correct.

7. Check that the valve seat insert surfacels in contact

WESTERBEE

/

Engines & Generators with the entire circumference of the valve.

A,

-

..

\

,,

4 5 O

\

19

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INSPEGTION/REPAIR

VALVE SPRING

Valve Spring Free L e n g t h

Use a vernier caliper to measure the valve spring free length.

If the measured value is less than the specified limit, the valve spring must be replaced.

Valve Spring Tension

Use a spring tester to measure the valve spring tension.

If the measured value is less than the specified limit, th' valve spring must be replaced,

Valve Spring

11.5 (24.36)

TAPPET (Cam Follower or Valve

L i f t e r )

Inspect the tappets for excessive wear, damage and any abnormalities.

. .

.,

PIllED CRACKED

NORMAL

V a l v e S p r i n g I n c l i n a t i o n

.

.

Use a surface plate and a square to measure the valve spring inclination.

If the measured value exceeds the specified limit, the valve spring must be replaced. mm(in)

Use a micrometer to measure the tappet diameter, mm(in)

Tappet Diameter

Standard

27.97

-

(1.1020-1.1024)

Limit

27.92

(1.1000)

SPRING TENSION

20

Use a dial indicator to measure the clearance between the tappet and cylinder body tappet travelling bore. mm(in) i i i

I i


PUSH

ROD

Use a filler gauge to measure the valve push rod run-

, out.

Roll the push rod along a smooth flat surfase lillustra- tion). mm(in)

Limit

Push Rod Run-Out 0.3 (0.012)

MEASURING THE ROCKER ARM SHAFT

Rocker Arm Correction

Inspect the rocker arm valve stem contact surfaces for ridges@ and scoring@

If the surfaces have light ridge or scoring, they may be honed with an oil stone.

If the ridge or scoring is severe, the rocker arm must be replaced.

Rocker Arm Shaft Outside Diameter

Use a micrometer to measure the rocker arm outside diameter.

If the measured value is less than the specified limit, the shaft must be replaced. mm(in)

Limit

Rocker Arm Shaft

Diameter

Standard

18.98

(0.747

-

-

18.85

(0.743)

ROCKER ARM

ROCKER ARM SHAFT AND ROCKER ARM

lnspect all disassembled parts for wear, damage and any abnormalities.

1. Use a vernier caliper to measure the rocker arm bushing inside diameter. mm(in)

Limit

Rocker Arm Bushing

Inside Diameter

Standard

19.01

(0.749

-

-

19.05

10.751)

2. Measure the rocker arm shaft outside diameter.

Replace either the rocker arm or the rocker arm shaft if the clearance exceeds the specified limit.

- - - - - - - - - - - - - -

ROCKER ARM SHAFT

4

0.0.

f mm(in)

ROCKER ARM

and Rocker Arm

Shaft Clearance

3. Check that the rocker arm oil port is free of obstructions.

If necessary, use compressed air to clean the rocker arm oil port.


I

Engines

&

Generators

21


IDLER GEAR AND IDLER GEAR SHAFT

1. Use a micrometer to measure the idler gear shah outside diameter.

If measured diameter exceeds specified limit. replace the idler gear shaft. mm(in)

Outside Diameter

: holes with the mating oil ports (machined on the cylinder body camshaft bearing fining bore).

MEASURING

IDLER GEAR SHAFT

2. Use a dial indicator to measure the idler gear inside diameter. mm(in)

1.

Use the camshaft bearing remover and installer to remove camshaft bearing from the cylinder body.

Camshaft Bearing Remover and Installer.

2. Measure the clearance between the cam journal and the camshaft bearing.

Cam Journal and Cam

Bearing Clearance

Standard

0.03

-

0.09

(0.001

-

(0.006)

REMOVER

AND INSTALLER

-

~ W E S T E R B E K E

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22

ALIGN THE

Cam Journal

f i

4. Use a micrometer to measure the cam lobe height.

If the cam lobe height is less than the specified limit, the camshaft must be replaced.

Standard

.%

+

MEASURING

THE CAMSHAFT

1

I

5. Place the camshaft on a measuring stand

Use a dial indicator to measure the camshaft run- out.

Note the total indicator reading (TIR).

If the measured run-out exceeds the specified limit, the camshaft must be replaced.

rnrnfinl

1

Camshafi Run-Out TIR

0.12 (0.005)

'CYLINDER BODY AND LINER

Cylinder Liner Bore Measurement

Use a cylinder indicator to measure the cylinder liner bore at measuring position shaft

@ in line with the crank-

@ and across the crankshaft

@ .

Measuring Point a

Wear Portion)

If the measured value exceeds the specified limit, the cylinder liner must be replaced.

Cylinder Liner Projection Inspection

I

1. Hold a straight edge

@ along the top edge of the cylinder liner to be measured.

2. Use a feeler gauge liner projection.

@ to measure each cylinder

I

Limit

Cvlinder Liner Proiection 10.03

-

mmlin)

I

The difference in the cylinder liner projection height between any two adjacent cylinders must not exceed 0.03 mm (0.001 in). r

Cylinder

Liner Bore

I

Cylinder Liner Replacement

Cylinder L i n e r Removal

1. Set the cylinder liner remover to the cylinder liner.

2. Check that the remover shaft ankle is firmly gripp- ing the cylinder liner bottom edge.

3. Slowly turn the remover shaft handle counterclockwise to pull the cylinder liner free.

Cylinder Liner Remover: 9-8523-1 169-0

Cylinder Liner Remover Ankle:

For all models except 6BG1: 9-8523-2557-0

For 6BG1

NOTE:

Toke cure not to rlanlage the cylindir body upperface drrring the cylinder liner renlovul procedure.

L&~Q:"

/ mm(in)

1

Standard

1

Limit

I

Note:

The ir~sirle plated.

It

cannot be rebored or honed. Ifthe inside of the cylinder liner is scored or scurched, the cylinder liner must bc rel?Ir~ccd.

WESTEREEKE

I

Engines

&

Generators

INSPECTION/'EPAIR

Cylinder Bore Measurement

Cylinder Liner Grade Selection

The term "grade" refers to the cylinder body inside diameter and the cylinder liner outside diameter combination.

Measure the cylinder body inside diameter and select the appropriate cylinder liner grade.

Loose fitting cylinder liners (the liner is too small for the cylinder bore) will adversely affect engine cooling efficiency and may lead to serious engine damage.

Cylinder liners which are too large for the cylinder bore will be difficult to install.

Cylinder Liner Outside Diameter

Measurement

1. Take measurements at measuring points and

0.

@.

@

Measuring Points mm(in):

0

20.0 (0.788)

105.0 (4.137)

195.0 (7.683) average value the measurements to determine the correct cylinder liner grade.

MM (IN)

CYLINDER LINER FITTING

CLEARANCE STANDARD

0.001

-

0.019

(0.00004

-

0.0007)

MEASURING THE

CYLINDER BODY I.D.

MEASURING

POINTS

Cylinder Body Inside Diameter Measurement

1. Take measurements at measuring point the positions W-W, X-X,

Y-Y, and

Z-2.

@ across

Measuring Point

2. Calculate the average value of the four measurements to determine the correct cylinder liner grade.

T

MEASURING

Ti

MEASURING

CYLINDER

LINERS

Y

Cylinder Bore and Cylinder Liner Outside Diame- t er

cOmt,inations

(Reference)

EON411 10T4

Grade

Cylinder Bore

105.001

-

(4.1 339

-

105.011

(4.1 343

-

-

105.021

-

(4.1347

- mm(in),

Cylinder Liner

Outside Diameter

105.011

-

(4.1343

105.021

-

(4.1347

-

105.031

-

(4.1350

-

4.1354)

120N61170T6 mm(in)

-

Grade Cylinder Bore

Cylinder Liner

Outside Diameter

I

1 107.001

1

(4.2126

-

4.2130)

1

107.011

(4.2130

-

-

1

107.011

-

(4.2130

-

i

107.021

-

107.030

(4.2134

-

4.2138)

;

107.021 - 107.030 i

107.031 - i

(4.2134

-

(4.2138

-

b

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WWESTERBEKE

1

Engines & Generators i i

I

1

lNSPECTlON/REPAlR

Cylinder Liner Installation

1. Carefully wipe away any foreign material from the cylinder liner inside and outside surfaces and the cylinder bore.

2. Use new kerosene or diesel oil to thoroughly clean the cylinder liner and bore surfaces.

3. Use a clean rag to remove all traces of kerosene or diesel oil from the cylinder liner and bore surfaces.

Piston Grade Selection

The term "piston grade" refers to the piston diameter and cylinder liner bore combination.

Selection of the proper piston grade will ensure efficient engine operation, free from cylinder liner and piston problems.

Measure the cylinder liner bore after installing the cylinder liner. Then select the appropriate piston grade for the installed cyl,ink

@

C Y

LINDER -

LINER

K,ooL

3

INSTALLER

,

3:

-

-

-

-

4. Insert the cylinder liner

@ into the cylinder body

@ from the top of the cylinder body.

5. Set the cylinder liner installer cylinder liner.

Cylinder Liner Bore Measurement

@

to the top of the

1, Locate the two measuring points.

Cylinder Liner Installer:

For 4 Cyl.

For 6 CYL.

9-8523-2554-0

5-8522-1 01 8-0

6. Position the cylinder body so that the installercen-

Cylinder Liner Measuring Point : 20 m m (0.788 in)

Cylinder Liner Measuring Point a

105 m m (4,173 in)

2. Measure the cylinder liner bore at measuring point

@ and

@ in four different directions (W-W,

X-X, Y-Y, and 2-73.

;::"

LINER

3. Calculate the average value of the eight measurements. mm(in)

Cylinder Liner Bore Total Indicator Reading

4 Cyl. 6 Cyl.

(4.0166

-

4.0181) (4.1347

-

4.1362)

Note:[! is 1~1ost inzl~ortant used. Failure to select the correct piston grade will result in piston seizurp. Always measure the cylinder bore and select

t h e a ~ ~ l ~ m ~ r i a r e ~ i s t o n j i r a d e .

7. Check that the cylinder liner is set perpendicular to the cylinder.

Check that the cylinder liner does not wobble.

8. Use the bench press to apply an initial seating force of 500 kg (1,102.5 lg) to the cylinder liner.

9.

Use the bench press to apply a final seating force of

2,500 kg (5,512.5 lb) to fully seat the cylinder liner.

10. After installing the cylinder liner, measure the cylinder liner projection.

Refer to "Cylinder Liner Projection Inspection".

-

Piston Outside Diameter

1. Piston outside diameter vary depending on the piston type to be used.

2. Measure the piston outside diameter at the measuring piston

@ shown in the illustration.

3. Piston Grade.

You can find steel strut on the inner surface of

C

101.975

-

(4.0148

-

104.975 mm(in)

1 piston as shown in the illustration.

1

Grade

1

4 Cyl.

1

6 CYL.

A

,

101.955

-

;

101.974 ;704.955 ~ < 7 7

(4.0140

-

(4.1321 -

-

104.994

(4.1329

-

1

Piston Ring

Gap

1. Insert the piston ring horizontally (in the position it would assume if it were installed to the piston) into the cylinder liner.

2. Use an inverted piston to push the piston ring into the cylinder liner until i t reaches either measuring point or measuring point

@

.

Cylinder liner diameter is the smallest at these two points.

Do not allow the piston ring t o slant to o n e side or the other. It must be perfectly horizontal.

Cylinder Liner Measuring Point

Cylinder Liner Measuring Point

0

10 m r n (0.39 in)

0

: 130 m m (5.12 in)

Cylinder Liner Bore and P i s t o n Clearance

1) Steel strut Built-in Type (Autothermatic Type)

For all 48.66 series

0.055

-

0.085 mm (0.0021

-

0.0033 in)

PISTON AND PISTON RING

Piston Ring a n d Piston Ring G r o o v e Clearance

Use a feeler gauge to measure the clearance between the piston ring and the piston ring groove.

Do this at several points around the piston.

I

If the clearance between the piston ring and the piston ring groove exceeds the specified limit, the piston ring must be replaced. mrn(in)

I

Standard

I

Limit

1

3. Use a feeler gauge to measure me piston ring gap.

If the measured value exceeds the specified limit, the piston ring must be replaced.

1 st Compression

Ring Gap

2nd Compression

Ring Gap

-

Oil ring Gap

I

Standard Limit

0.25

(0.0098

-

0.45

-

0.0177)

: i 1.50

(0.0591)

0.20

1

(0.0079

-

0.40

-

0.0157) i

,

1.50

(0.0591)

I

1

0.20

-

0.40

1

1.50

,

(0.0079

-

0.01 57)

;

(0.0591)

-

/


PISTON PIN

Piston Pin Outside Diameter

Use a micrometer to measure the piston pin outside diameter at several points.

If the measured piston pin outside diameter exceeds the specified limit, the piston pin must be replace.

I

Piston Pin Outside

Diameter

mmlinl

I

Standard

'

Limit

I

~ ~

I -~

35.000 -

11.3780

- i

34.95 i

11.37601

PIN HOLE

DIAMETER

If an inside dial indicator is not available, use the following procedure to check the piston pin fit.

1. Use a piston heater to heat the piston to approximately 60°C (140'F).

2. Push strongly against the piston p i n with your thumbs.

The piston pin fining should feel tight.

USING A HOT PLATE TO

HEAT THE PISTON

Piston Pin and Piston Clearance

Use an inside dial indicator to measure the piston pin hole.

Piston Pin Hole Diameter

4

CYL.

mm(in)

Standard

35.000

-

(1.3780

-

6

CYL.

35.010

MEASURING PISTON

PIN HOLE 1.0.

PISTON PIN SHOULD

FIT TIGHTLY

\ /

Piston Pin and Piston Pin

Hole

Clearance

Determine the clearance between the piston pin and the piston pin hole by calculating the difference behiveen the piston pin hole diameter and the piston pin outside diameter. mm(in)

Piston Pin and Piston Pin

;

Hole Clearance

I

1

Limit

0.050 (0.002)

(%3

I

Engines

&

Generators


CONNECTING ROD

Connecting Rod Alignment

Use a connecting rod aligner to measure the parallelisrn bemeen the connecting rod big end hole and the connecting rod small end hole.

If either the measured parallelism exceeds the specified limit, the connecting rod must be replaced.

Connecting Rod Alignment

(Per Length of 100 mm (3.94 in)) mm(in)

Connecting R o d Bushing Removal

1.

Clamp the connecting rod in a vise.

2. Use a brass bar and a bench press or hammer tc remove the coonecting rod bushing.

CONNECTING ROD

Use the connecting rod bushing installer to install the connecting rod bushing.

Connecting Rod Bushing Installer: 9-8523-1369-0

(J-29765)

NOTE:

The connecting

rod

busl~ing

he

aligtzed with the connecting rod oil port.

3. Use a piston pin hole grinder reamer

@ fitted with a a or an adjustable pilot reamer to ream the piston pin hole. mm(in) ecting R o d Small E n d Bush- i n g Clearance

Use a caliper calibrator and a micrometer to measure the piston pin and connecting rod small end bushing clearance.

If the clearance between the piston pin and the connecting rod small end bushing exceeds the specified limit, replace either the piston pin or the connecting rod bushing.

Standard mm(in)

Limit

0.010

-

REAMING THE PISTON HOLES

PISTON

PIN

CONNECTING ROD

TAKING MEASUREMENTS

CLEARANCE

~ W E S T E R B E K E

I

Engines

&

Generators

Connecting Rod Bearing Inspection

1. Fit the connecting rod bearing lower half into the connecting rod bearing cap.

2. Check the connecting rod bearing lower half tension.

If the tension is insufficient, the bearing must be replaced.

3. Tighten the connecting rod and the bearing cap to the specified torque.

1st step kg.rn(1b.h)

2nd step

Connecting Rod and Bearing

Cap Bolt Tightening Torque

4

(28.9)

60.+30'

0'

CRANKSHAFT

Crankshaft and Bearing lnspection

1. lnspect the crankshaft journal surfaces and the crank pin surfaces for excessive wear and damage.

2. lnspect the oil seal fining surfaces of the crankshaft front and rear ends for excessive wear and damage.

3. Replace or repair the crankshaft if any excessive wear or damage is discovered.

4. lnspect the crankshaft oil ports for obstructions.

5.

Use high pressure air to clean the oil ports if necessary. i

4.

Use an inside dial indicator to measure the connecting rod inside diameter. mmiin)

Connecting Rod Bearing

:

Nominal Diameter

64 (2.520)

Crankshaft Journal and Crankpin Outside Diarne- ter

1. Use a micrometer to measure the crankshaft journal outside diameter across points

@

-

@ and a

-

0 .

2.

Use the micrometer to measure the crankshaft iour- nal outside diameter at the two points (

@ and

@ I .

3. Repeat steps 1 and 2 to measure the crankshaft outside diameter.

If the measured crankshaft journal diameter andlor the crankpin outside diameter are less than the standard value, the crankshaft must be reground. mm(in)

79.905 -

Diameter

/

Bearings i

(3.1464

-

3.1472)

]

!

Position at

;

Standard

Crankshaft Journal

Diameter

!

/

A,,

Bearings

!

79.905 -

(3.1459

-

WESTERBEKE

I


Crankshaft Pin Diameter


mm(in)

.

.

Standard

63.924

-

63.944

(2.5167

-

2.5175)

4. Measure the crankshaft journal outside diameter

(andlor the crankpin outside diameter) and the bearing inside diameters to determine the bearing clearance.

Crankshaft Journal a n d Bearing Clearances

If the bearing clearance exceeds the specified limit, the crankshaft must be reground (except for the 120N6 and

170T6) or the bearing must be replaced.

6

C YL.

.

Position at

Crankshaft Journal and Main Bearing

Clearance

Center

Bearing

Only

Other

Bearings

Standard mm(in!

Limit

0.039-0.098

(0.0015-0.0039)

0.025-0.084

(0.0010-0.0033)

0,11

(0,0043) mm(in)

Rod

Bearing

Inside

Tighten the connecting rod and the bearing cap with specified torque, and use inside dial indicator to rnea- sure the connecting rod bearing inside diameter.

1st step kg.rn(1b.h)

2nd step

Connecting Rod and Bearing

Cap Bolt Tightening Torque

4

(28.9)

60.-30'

v

Clearance

Crankpin and

Connecting Rod

Bearing Clearance

Standard

0.03-0.07 mm(in)

Limit

CONNECTING

ROD BEARING

Crankshaft Journal Bearing Inside Diameter

1. Install the main bearing cap with bearings to the cylinder body with the specified torque and facing the arrow mark on the bearing cap toward front. Place them in order of punched cylinder numbers.

2. Use an inside dial indicator to measure the main bearing diameters.

Main Bearing Cap Torque kg.m(lb.ft)

24.1

?

1

(173.5 k

7.2)

Crankshaft Run-Out

1. Mount the crankshaft o n a set of V-blocks.

2. Set a dial indicator to the center of the crankshatt journal.

3, Gently turn the crankshaft in the normal direction of engine rotation.

Read the dial indicator (TIR) as you turn the crankshaft.

If the measured value exceeds the specified limit, the crankshaft mus rnm(in)

Main Bearing Nominal

Diameter

80

(3.150)

.

~

MEASURING CRANKSHAFT

WESTERBEICE

1

Engines

&

Generators

30

1

I

Crankshaft

Run-Out mm(in)

I

I

Model

/

Standard

I

Limit

1

6 Cyl.

1

4

Cyl.

1

I

'

0.05 (0.002)

'

1

0.40 (0.016)

1

0.30 (0.012)

I

If the crankshaft generated a crack after repair. replace the crankshaft.

The crankshafts for the

120N6

and the 170T6 engines can not be bench pressed because they are finished in the Tufftride method.

Main Bearing and Connecting Rod Bearing Ten- sion

Check to see if the bearing has enough tension, so that good finger pressure is needed to fit the bearing into position.

FITTING THE BEARINGS

Crankshaft

Regrinding Procedure (4

Cyl.)

1. Regrind the crankshaft journals and the crankpins.

2. Fillet the crankshaft journal and crankpin radious to a minimum of R3.5

There must be no stepping around the fillet area.

3. Finish the crankshaft journal, crankpin, and oil port corners to a smooth surface having a chamfer

, radius of 1 mrn (0.04 in).

Crankshaft Journal and

Crankpin Roughness

0.4

p

or less

4. Measure the crankshaft journal and crankpin clearance.

I

Refer to "Crankshaft Journal Clearance" and "Crank- pin and Clearance': on

5. Measure the crankshaft run-out.

Refer to "Crankshaft Run-Out':

Crankshaft Grinding Limit (4 Cyl.)

Crankshaft Regrinding (4 Cyl.)

To ensure .crankshaft reliability, pay close attention to the following items during and after the crankshaft grinding procedure. mrn(in)

Undersize Bearing

Availability

0.25 (0.010) 0.50 (0.020)

Note:

Crunkshufrs for rlre 120N6 and tire 170T6 can nor be

ground because they orefinisl~ed

No utvmpt should be made

11)

grindfitlish rhesefuces of the harden in^ rrearnre~lt).

Tllerefore, rile relder.size bearirlgs are nor prepared.

Crank Journal Diameter

Crankpin Diameter

I

79.419 (3.127)

63.424 (2.497)

Undersize bearings 0.25 mm (0.010 in) and 0.50 m m

(0.020 in) are available to compensate for excessive clearance between the crankpin bearing and the crankshaft. Regrinding of the crantshaft to fit the undersize bearings is required.

Standard rnrn(in)

Limit

Crankpin and

Connecting Rod

Bearing Clearance

0.03-0.07

Undersize bearings 0.25 mrn (0.010 in) and 0.50 m m

10.020 in) are available to compensate for excessive clearance between the crankshaft journal bearing and the crankshaft. Regrinding of the crankshaft to fit the undersize bearings is required.

I

6B Engines Only I ~ o s i t i o n at/ Standard rnrn(in)

/

Limit

I

Crankshaft Journal and Main Bearing

Clearance

Other

!

0.025-0.084

I

Bearings 1(0.0010-0.0033)

1

(0.0043)

4B Engines Only i

Position at

i

Standard

1

Limit

Crankshaft Journal

(

All j

0.039-0.098 i

0.11 and Main Bearing

, l

WESTERBEKE

/

Engines

&

Generators


Plastigage Clearance Measurements

This is another method to measure the crankjournal bearing clearance.

Crankshaft Journal Bearing Clearance

1. Clean the cylinder body, the journal bearing fining portions, the bearing cap, and the inside and outside surfaces of the bearing.

2. lnstall the new journal bearing to the cylinder body.

3. Carefully place the crankshaft on the bearing.

4.

Rotate the crankshaft approximately

30'

to seat the bearing.

5. Place the Plastigage (arrow) over the crankshaft journal across the full width of the bearing.

Apply engine oil to the Plastigage to keep it from falling.

6. Install the bearing cap with the bearing.

7. Tighten the bearing cap to the specified torque.

Do not allow the crankshaft to turn during bearing cap installation and tightening.

TIGHTEN THEBEARING CAP

1. Clean the crankshaft, the connecting rod, the bearing cap, and the bearings.

2.

Install the bearing to the connecting rod.

Do not allow the crankshaft to move when installing the bearing cap.

3. Hold the connecting rod (with the bearing installed) against the crankshaft pin.

4.

Anach the plastigage to the crankshaft pin.

Apply engine oil to the plastigage to keep i t from falling.

5. lnstall the connecting rod bearing cap and tighten it to the specified torque.

Do not allow the connecting rod to move when installing and tightening the bearing cap.

6.

Remove the bearing cap.

7. Compare the width of the plastigage anached to'; either the crankshaft or the bearing against the scale printed on the plastigage container.

If the measured value exceeds the limit, perform the following additional steps.

1) Use a micrometer to measure the crankshaft outside diameter.

2)

Use an inside dial indicator to measure the bearing inside diameter.

3) Replace the crankshaft and/or the bearing i f the measured value(s1 exceed the limit.

8. Remove the bearing cap.

9. Compare the width of the plastigage attached to either the crankshaft or the bearing against the scale printed on the plastigage container.

If the measured value exceeds the limit, perform the following additional steps.

1 )

Use a micrometer to measure the crankshaft outside diameter.

2)

Use an inside dial indicator to measure the bearing inside diameter.

3)

Replace the crankshaft and/or the bearing if the measured valuels) exceed the limit.

~ W E S T E R B E K E

I


32

Crankshaft Tufftriding Inspection

(6

Cyl.)

lnspection

Model 120N6 and 170T6

1. Use an organjc cleaner to thoroughly clean the crankshaft. There must be no traces of oil on the surfaces to be inspected.

2.

Prepare a 10% solution of ammonium cuprous chloride (dissolved in distilled water).

3. Use a spot glass rod to apply the solution t o the surface to be inspected.

Hold the surface to be inspected perfectly horizontal to prevent the solution from running.

Note:

Do not allow the solution ro cvrne in contact with the oil pons and their surrounding area.

O i l Seal W e a r

Ring

Replacement

(6 cyl.)

Removal

Use the oil seal wear ring remover to remove the oil seal wear ring from the crankshaft front end.

Oil Seal Wear Ring Remover:

FACE IN CONTACT

WITH CRANKPIN

OR JOURNAL

AMMONIUM

CUPROUS

CHLORIDE,

TEST LIQUIO SHOULD

NOTBEAPPLIED

NEAR THE OIL PORT

J

Installation

Use a brass bar and a hammer to drive the oil seal wear ring into place.

APPROX.

IOMM

Judgement

1.

Wait for thirty to forty seconds.

If there is no discoloration after thirty or forty seconds, the crankshaft is useable.

If discoloration appears (the surface being lesteo wlll become the color of copper), the cran~snaft replaced.

2.

Clean the surface being tested with clean water of steam immediately after completing the test.

Note:

Tile anrn~oniur~r corrosive. Because

of

this, i f is iniperalivc Illat l l ~ c being tested be cleaned itnniediatcly after cornl~letirlg t11e test.

o "

0

~

BRASS BAR

Crankshaft Gear lnspection

Visually inspect the crankshaft gear.

Replace the crankshaft gear if excessive wear or damage is discovered.

Removal

Use the crankshaft gear remover to remove the crankshaft gear.

Crankshaft Gear Remover: 9-8521-0141

0

2

(url

I



Flywheel Housing O i l Seal Replacement

Removal

Use a pry bar to remove the flywheel housing oil seal. lnstallation oil seal.

Installation

Use the crankshaft gear installer to install the crankshaft gear.

FLYWHEEL AND FLYWHEEL HOUSING

(REAR OIL SEAL)

Ring Gear Inspection

Inspect the ring gear. the ring gear must be replaced.

TIMING GEAR CASE COVER

Crankshaft

Front Oil

Seal Replacement

Removal

Use an adapter and a hammer to remove the crank front end oil seal. lnstallation

Use the crankshaft front oil seal installer to instal crankshaft front oil seal.

OIL SEAL INSTALLER

REMOVING

THE

Ring Gear Removal

Strike around the edges of the ring gear with a hammer and chisel to remove it.

Ring Gear lnstallation

1. Heat the ring gear evenly with a gas burner to invite thermal expansion.

Do not allow the temperature of the ring gear to exceed 200'C (390°F).

2. Use a hammer to install the ring ge ficiently heated.

INSTALLING FRONT OIL SEAL

I i

I

WESTERBEKE

I

Engines & Generators

34

ASSEMBLY

PISTONICONNECTING

ROO

ASSEMBLY

2

PISTON

PIN

5

CONNECTING

NUMBERS INDICATE THE

SUGGESTED ORDER OF

ASSEMBLY

4. Piston Ring

1) Use a piston ring installer to install the three piston rings. lnstall the piston rings in the following order.

(1) Oil ring

(2) 2nd compression ring

(3) 1st compression ring

The marked side of the two compression rings must be facing up.

The undercut side of the second compression ring will be facing down.

As the oil ring has no any facing mark, it may face in either direction.

2) Lubricate the piston ring surfaces with engine oil.

3)

Check that the piston rings rotate smoothly in the piston ring grooves.

PISTON AND CONNECTING ROD

Important Operations

1. Piston

Use a piston heater to heat the pistons t o approximately 60°C (140'F).

2. Connecting Rod

1) lnstall the connecting rod to the piston with setting the marks asillustrated.

2) Install the piston pin into the piston and the connecting rod bushing.

PISTON

PISTON

5. Connecting Rod Bearing

1) lnstall the connecting rod bearings to the connecting rod large-end and the connecting rod cap.

2) lnstall the bearing cap to the connecting rod with semi-tightening the cap bolts.

3. Piston Pin Snap Ring

1) Use a pair of snap ring pliers to install the piston pin snap ring.

2) Check that the piston moves smoothly on the piston pin.

WESERBEKE

I


35

SPRINGS

CYLINDER HEAD

ASSEMBLY

EXHAUST MANIFOLD

EXHAUST VALVES

1. Valve Stem Oil Seal

1) Lubricate the oil seals and valve stem sealing area with engine oil.

2) Use a valve stem oil seal installer to install the

3. Intake and Exhaust Valve Springs

lnstall the valve springs with their painted end (the close pitched end) facing down.

!

1) Place the cylinder head on a flat wooden surface.

2) Lubricate valve stems with engine oil.

3) Install the valves to the intake or exhaust guides.

Install the valves to their original lapped valve seats.

WESTERBEKE

I

Engines

&

Generators

*

~

!

!

c~

!

!

ASSEMBLY

4. Spring Seat Split Collar

1)

Use a spring compressor to push the valve spring into position.

2)

Install the spring seat split collar.

3) Set the spring seat split collar by tapping lightly around the head of the collar with a rubber hammer.

SETTING

THE

SPRING

SEAT SPLIT COLLAR

5. Intake Manifold and Gasket

1) lnstall the intake manifold gasket.

The intake manifold gasket must be installed with its unchamfered corner facing up and to the front of the engine.

6. Exhaust Manifold and Gasket

1) Install the exhaust manifold gasket.

The "TOP" mark must be facing up.

4

CYL. AND 6 CYL. USE

DIFFERENT MANIFOLD GASKETS.

0

2) lnstall the exhaust manifold.

3) Tighten the exhaust manifold bolts to the specified torque a little at a time in the numerical order shown in the illustration. kg.m(lb.ft)

Exhaust Manifold Bolt

Torque

2.9

k (21.0

i

@REAR

UNCHAMFERED

CORNER

2) lnstall the intake manifold.

3)

Tighten the intake manifold bolts to the specified torque a little at a time in the numerical order shown in the illustration. kg.m(lb.ft)

Intake Manifold Bolt

Torque

2.6

0.5 i

3.6)

WESTERBEKE

I

Engines

&

Generators

37

INSTALL EITHER E N 0 OF THE

DISTANCE TUBE TO THE SPOT

FACING (6 CYL. ONLY)

i

I

I

1

!

~ C R A N K S H A F I

BEARING

(LOWER) AND

BEARING CAP

ASSEMBLY

THE ROCKER ARM MUST

BE INSTALLED WlTH THE

NUMBERS INDICATE SUGGESTED ASSEMBLY SEOUENCE

AND

COUPLING

CONNECTING ROD

TAPPETS

-

Important Operations

1. Oil

Jet (6

Cyl. Turbo) jet nozzles.

Oil Jet Torque

SHAFT

/

2.1

f

0.5 (15.2

i

3.6)

CASE

MAJOR COMPONENT REASSEMBLY STEPS

.$rF

Install the oil jets taking care not to damage the oil kg.m(~b.ft)

]

WlTH OIL HOLE

AN0 GROOYE (UPPER)

3

1

2.

Crankshaft Bearing (Upper Half)

3.

Crankshaft Bearing (Lower Half) and Crankshaft

Bearing Cap

The Crankshaft Bearing Configulation

Bearing Upper

Half

4

6

With Oil Groove Without Oil Groove

All Upper Halves

All Upper Halves

-

-

Bearing Lower

Half

4

6

All Lower Halves

Except C enter

Bearing

-

Center Bearing only

All Lower Halves

4.

Crankshaft

Crankshaft counterweight size will vary from engine to engine. Check your Parts Catalog Part Number listing to determine crankshaft counterweight sire for your engine.

5.

Thrust Bearing

Install the thrust bearings with the oil groove side facing the crankshaft sliding face.

4

e

i

i

I

Take care not to misinstall the bearing halves.


I

Engines

&

Generators

38

i

ASSEMBLY

8. Camshaft

Tighten the thrust plate bolts through the camshan gear hole. kg.m(lb.ft)

I

Thrust Plate Bolt Torque

1

2.6

f

0.5 (18.8 f 3.6)

1 kg.rn(1b.n)

6.


1) Lubricate the bearing cap bolts with engine oil.

2)

Install the bearing caps to the crankshaft.

The arrow mark must be pointing to the front of the engine.

3) Tighten the bearing cap bolts to the specified torque a little at a time in the numerical order shown in the illustration.


Bolt Torque

24.0 kg.m(lb.ft)

*

(173,5 7,2)

4) Check that the crankshaft turns smoothly by manually rotating it.

cANisn~

9. Idler Gear Shaft

Use the thrust collar fixing bolt as a guide to install the idler gear shaft.

1) Apply liquid gasket to the timing gear case surfaces contacting the cylinder body.

2) Tighten the timing gear case bolts to the specified torque.

10. ldler Gear

1) Install the idler gear.

Set the timing marks [A] a n d [B] as shown in the illustration.

2) Tighten the idler gear bolts seating the thrust collar to the specified torque.

The thrust collar must be installed with the chamfered side facing the f r o n t of the engine. kg.rn(1b.h)

Idler Gear Bolt Torque 5.5 1 (39.8 f

CAMSHAFT

GEAR

!

I


39

CRANKSHAFT

G E

AR

I

11. Piston and Connecting Rod

Position the piston ring gaps as shown in the illustration.

1) Set the piston ring gaps as shown in the illustration.

2) Lubricate the piston, the piston rings, and the connecting rod bearings with engine oil.

3) Position the piston front mark towards the front of the engine.

11

@

ASSEMBLY

7) Lubricate the connecting rod cap bolt threads and setting faces with Mos grease.

8) Use the angular tightening method to tightf:, the connecting rod cap bolts to the specifiec torque. kg.m(lb.ft)

1st step 2nd step

Connecting Rod Bolt Torque and Angle

4

(28.9)

60.+3w

0'

12. Oil Pump and Coupling

1) Lubricate the oil pump with the specified grade

COUPLING

4)

Use the piston ring compressor to compress the piston rings.

FRONT

MARK

2) Install the oil pump with the coupling.

3) Tighten the oil pump bolts to the specified torque.

Oil Pump Bolt Torque

1

5.3

f

1.0 (38.3 kg.m(lb.ft)

*

7.2)

'

5)

Use a hammer grip to push the piston in until it makes contact with the crankpin.

At the same time, rotate the crankshaft until the crankpin reaches its highest point.

6)

Set the bearing cap cylinder number marks and the connecting rod cylinder number marks.

The marks must be facing the exhaust manifold.

13. Flywheal Housing

1) Apply a liquid gasket to the shaded area of the illustration.

2) Install the flywheel housing.

Tighten the flywheel housing bolts to the speic- fied torque.

~ l

Bolt Torque kg.m(lb.ft)

~ h

16.1

f

~

7.2)

Inner Bolt 2.6

*

3.6)

~

CYLINDER

NUMBERS

REFER TO THE "ANGULAR TIGHTENING METHOD."

FLYWHEEL HOUSING

~

~

APPLY

LIOUID

GASKET

ASSEMBLY

MAJOR COMPONENT REASSEMBLY

14.

Oil Pan

1) Apply liquid gasket to the areas indicated by the arrows in the illustration.

2) lnstall the oil pan gasket.

3) lnstall the oil pan.

Tighten the oil pan bolts to the specified torque.

Oil Pan Bolt Torque kg.m(lb.ft)

/

2.6 f

0.5 (18.5 f

3.6)

1

Important Operations

1. Flywheel

1) Lublicate the flywheel bolt threads.

2) lnstall the flywheel.

The crankshaft rear end dowel pin and the flywheel dowel hole must be aligned.

3) Tighten the flywheel bolts to the specified torque in the numerical order shown in the illustration. kg.m(lb.ft)

i

j i 6 f i . 5 t i i 5 . 7 + 10.8)

15. Oil Cooler

1) Apply liquid gasket to the oil cooler gasket.

2) lnstall the oil cooler gasket to the oil cooler body case.

3) lnstall the oil cooler.

Tighten the oil cooler bolts to the specified torque.

Start from the middle and work out to either side. o

2. lnjection Pump

and

Injection Pump Gear Assembly

1) lnstall the injection pump bracket with the injection pump to the timing gear case.

Dowel the injection pump bracket with the timing gear case.

2)

Tighten the injection pump bolts to the specified torque.

Injection Pump Bolt Torque kg.m(lb.ftJ

1

2.6 f

0.5 118.8 f

3.6)

31 Align the injection pump gear "C" timing mark with the idler gear

.,:A

'1

BY-PASS

VALVE.

OTiING,

SPRING

AND

PLUG

OIL

COOLER BOLT

TORQUE

SEQUENCE

41

!

I

!

3. Crankshaft Pulley Nut

a) Apply MoSz to the crankshaft pulley nut threads and fitting face. b) Use the appropriate wrench to tighten the crankshaft pulley nut to the specified torque.

CRANKSHAFl PULLEY NUTTOROUE

(48 SERIES)

(6B SERIES)

Kg-m

(Ib-It)

44.0k5.0 (318.1 Z36.2)

44.0k5.0 (318.1 k36.2)

ASSEMBLY

6.

Cylinder Head, Gasket, and Bolts

a) Carefully place the cylinder head gasket on the cylinder body upper surface.

The gasket "TOP" mark must b e facing up. b) Align the cylinder body dowels and the cylinder head dowel holes.

FRONT

4. Tappet Chamber Cover

a) Apply liquid gasket to the tappet chamber cover gasket. b) Install the tappet chamber cover and tighten the bolts to the specified torque.

Kp-m (Ib-n)

TAPPET CHAMBER COVER

BOLT TOROUE

2.6 k0.5 (18.8k3.6) c) Carefully place the cylinder head on the cylinder body. d) Tighten the cylinder head bolt a s follows:

1. As cylinder head bolts have t w o kinds of length, install them at the proper location. (The shorter ones

4 cyl. series: 4 bolts. 6 cyl. series; 6 bolts) must be used at the injection pump side.

2. Follow the numerical sequence shown in the illustrations.

I

TAPPET CHAMBER

5. Water Pump

Apply liquid gasket (Belco Bond No.4) to the water pump gasket before installing the water pump.

3. The cylinder head bolt tightening method vary depending on the gasket type to be used.

t

WATER

NOTE:

Refer to the Coolarrt Pleirl? .sectior~ in tlris 11m171ral,/'ir details

qf

the wutcr

I ) I N I I / I .

I'Hfl

WESTERBEE

I


42

1

~ i

I i i

For laminated steel type gasket.

Apply molybdenum disulfide grease t o the cylinder head bolt threads and setting faces.

Use the Angular Tightening Method.

14

ROCKER

ARM

2

CYLINDER HEAD BOLTS

CYLINDER HEAD

INJECTION

PUMP

7.

Rocker Arm and Rocker Arm

Shail

1) Check that the rocker arm shaft bracket lower surface oil port is free from obstruction.

2) Install the rocker arm shaft with the bracket to the cylinder head.

3)

Tighten the rocker arm bracket bolts t o the specified torque a little at a time in the numerical order shown in the illustration.

4) Lubricate the rocker arm and the rocker arm shaft with engine oil.

ROCKER ARM SHAFT

THE ROCKER ARM MUST

BE INSTALLED WITH THE

OIL PARTSFACING Ufl

NUMBERS INDICATE SUGGESTED ASSEMBLY SEDUENCE

43

AN0 DUST THROWER

MAJOR COMPONENTS REASSEMBLY

NUMBERS INDICATE SUGGESTED ASSEMBLY SEQUENCE

,

5) Adjust the valve clearance.

Refer to MAINTENANCE for the valve clearance adjustment procedure.

1 i

I

ASSEMBLY

1. Cylinder Head Cover

1) Check that the rocker arms, the rocker arm shafts, and the valve springs are thoroughly lubricated with engine oil.

If required, relubricate these parts.

2) Place the cylinder head cover gasket o n the cylinder head cover.

Check the head cover gasket for looseness.

3) Tighten the cylinder head cover bolts t o the specified torque a little 'at a time i n the sequence shown in the illustration.

6

CYL.

Cylinder Head Cover Bolt

Torque

2,1

0,5

kg.rn(1b.k)

*

3,6)

.

3

,

3. Oil Filter Assembly

1)Before the installation, set the special gaskets which are included within the repair kit with the two oil filter mounting bolts.

2)Apply a coat of LOCTITE 271 o n the bolt threads to seal the bolts from the crankcase as illustrated.

3)

Install the oil filter assembly a n d tighten the bolts securely.

4.

Injection Nozzle

4

CYL.

Cylinder Head Cover Bolt

Torque kg.m(lb.ft)

0,5

(7.9

+

3,6) gaskets.

Be carefull not t o damage the nozzle tips. kg.rn(1b.k)

6

CYLINDER

CYLINDER HEAD

2.

Starter

Install the starter t o the flywheel housing and tighten the bolts t o the specified torque. kg.m(lb.kl

Starter Fixing Bolts

Torque

! 8.4 (60.7)

DRIVE BELT

Adjust the drive belt tension.

Refer to MAINTENANCE for the drive belt tension adjustment.

5.

Fuel Injection Pipe a n d Fuel Leak

Off

Pipe

1) Install the fuel injection pipes

@

and tighten the bolts t o the specified torque.

Injection Pipe Torque

3.1 f

+

1.5)

2) Carefully position and set t h e clips

@

It is very important that each clip b e positioned correctly.

An improperly positioned clip w i l l result in objectionable fuel pulsing noise and injection

+ pipe breakage.

3) Install the fuel leak off pipes@

~

1 i

$ 1

I

WWESTERBEKE

/

Engines

&

Generators

44

I

ASSEMBLY

6. Fuel Pipe (Feed Pump t o F u e l Filter).

7. Fuel Pipe (Fuel Filter t o Injection Pump).

8. Fuel Return Pipe.

Install the fuel pipes and tighten the fuel pipe joint bolts to the specified torque.

Take care not to interchange the check valves and joint bolts.

Kg-m (Ib-R)

I

FUEL PIPE JOINTBOLTTORClUE

1.7f 0.1 (12.3 k0.7)

9. Intake Pipe.

Install the intake pipe and tighten the intake pipe flange bolts to the specified torque.

Kp-m (Ibd)

I

INTAKE PIPE FLANGE BOLTTOROUE

1.7 f0.1 (12.3f 0.7)

1O.lnstall the Thermostat and Thermostat Housing. a. Inspect the thermostat housing and the housing gasket. Apply some sealant to the gasket when reassembling. b. Install the temperature switch and sender and reconnect their wires.

11. Install the Oil and Water Sender and Switch.

12.lnstall the Starter Motor.

13.lnstall the Breaker Panel a n d t h e Preheat

Solenoid.

14.Reinstall the Engine Electrical harness.

15.Mount the complete Exhaust Manifold and the

Expansion Tank t o the Cylinder Head.

EXHAUST MANIFOLDIHEAT EXCHANGER

The exhaust manifold, which was disassembled from the cylinder head, should be inspected before reassembly. a. Remove the exhaust elbows from the lower surface of the manifold. Clean and inspect for cracks and defects. Replace as needed. b. Remove the exhaust nipples, elbows and plugs from the manifold and heat exchanger. c. Remove water connectors from the ends of the manifold. Be sure to note the proper location and arrangement of each for proper alignment. d. Examine all parts for defects, corrosion and wear and replace as needed. e. Flush out the manifolds interior with a liquid cleaner and rinse thoroughly with fresh water. f.Use a pipe cleaner to clear the passage that connects the coolant recovery tank tubing. g. Flush out the coolant recovery tank and its connecting tube. h. Replace the heat exchanger zinc. i.lnstall new hose connections and clamps for the cooling system.

16,Alternator installation. a. Put the alternator in position. Install the adjusting bolt in position to hold the alternator in position. b. Put the belt in position on the pulley. Move the alternator away from the engine to make an adjustment to the belt. c. Tighten the bolts. d. Make sure the tension of the belt is correct, about

112" deflection at the center with pressure.

MARINE TRANSMISSION

1. Assemble the damper plate t o the flywheel.

2. Reinstall t h e marine transmission and f i l l with

ATF Dextron Ill.

NOTE:

Some transnzissions, such as the Borg Warner Velvet

Drive require oil coolers. Oil coolers should be cleaned, pressure tested and repainted at engine overhaul. The transn~ission be inspected.

Refer to the text on Heat Exchangers.

3. Fill t h e engine cooling system w i t h antifreeze mixture a n d the engine o i l sump with lube oil

(A.P.I. spec. CF o r CG-4).

The engine should be test run under load prior to reinstalling. At this time readjust the valve clearances on the hot engine.

Allow the engine to cool to room temperature and re- torque the cylinder head bolts and re-check the valve clearances. See ENGINE ADJUSTMENTS.

GENERATOR

I. its control panel. Reconnect all DC wiring and reconnect all AC connections.

A

A U TI ON :

Check all AC and

oc

wiring

t

and diagrams.

2.

Fill t h e engine cooling system with antifreeze mixture a n d t h e engine oil sump w i t h lube oil

(A.P.I. spec. CF o r CG-4).

The engine should be test run under load prior to reinstalling. At this time readjust the valve clearances on the hot engine.

Allow the engine to cool to room temperature and r e - torque the cylinder head bolts and re-check the valve clearances.See ENGINE ADJUSTMENTS.

I.wlWESTERBEKE

I

Engines

& Generators

ASSEMBLY

ENGINE TUNING OPERATION

After reassembly, the engine must be tuned. This will ensure that the engine operates at its maximum efficiency.

2. Connect the electrical wiring. Refer to the WIRING

DIAGRAM.

3. Connect the air intake l i n e t o the air cleaner.

4. Connect the exhaust pipe.

5. Manually operate the f u e l feed pump t o feed fuel t o the engine.

6. Bleed the fuel lines of air.

7. Crank the engine with t h e starter (non-ignition operation) for about twenty seconds. This will pre-lubricate the engine internal components.

8. Start the engine and a l l o w it t o run at 750 t o 800 rpm f o r five minutes.

9. Remove the cylinder head cover while the engine i s running.

10.Check that the engine o i l i s continuously c i r c u - l a t i n g from the oil pump t o the valve rockers t h r o u g h the cylinder head.

If there is no oil circulation or if the oil circulation is sluggish, stop the engine and make the appropriate repairs or adjustments.

Reinstall the cylinder head cover.

1 l . l n c r e a s e the engine speed t o 1500 rpm t o d o t h e e n g i n e warming-up operation.

1Z.Check the engine f o r oil, fuel, coolant, and a i r i n t a k e leakage.

13.Check f o r abnormal noise and odor.

14.Check f o r abnormal electrical charging.

15.Check the engine fastening parts f o r looseness.

16 When t h e engine coolant temperature reaches

75'C (167°F) or more, increase the engine s p e e d t o 2000 rpm and allow it t o run f o r twenty seconds.

This will give the engine the essential run-in operating time.

17.Adjust the engine operation speed t o the specified value.

18.Stop t h e engine t o complete the tuning procedure.

Refer to the following pages for details of sub-assemblies. These sections also include: Wiring Diagrams.

Engine/Generator Specifications, Torque Diagrams. Generator Data, and a detailed Troubleshooting Section.

.

.


I


OIL SYSTEM FLOW DIAGRAM

Full flow fnlter

LUBRICATING SYSTEM

THI S G EAR TYPE O IL

PUMP IS DRIVEN BY

THE CAMSHAFT OIL

PUMP DRIVE

NUMBERS iNDlCATE

SUGGESTED ORDER

OF DISASSEMBLY

Visually inspect t h e disassembled parts for excessive wear a n d damage.

Oil Pump Drive

Gear

Use a feeler gauge to measure the clearance between the oil pump cover (oil pump case) inside surface and the drive gear.

If the clearance exceeds the specified limit, the drive gear and/or the oil p u m p cover must be replaced.

Make the necessary adjustments, repairs, and parts replacements if excessive wear or damage is indicated.

WESEREEKE

I

E n g i n e s & G e n e r a t o r s

47

LUBRICATING SYSTEM

STRAIGHTEDGE

Oil

Pump

Driven Gea

Use a feeler gauge to measure the clearance between the oil pump case cover inside surface and the driven gear.

If the clearance exceeds the specified limit, the driven gear or the oil pump cover must be replaced.

Cartridge (Spin-On) Type

Removal

Remover and Installer: Filter Wrench

1.

Loosen the used oil filter by turning it counterclockwise with the filter wrench.

2. Discard the used oil filter.

Installation

1. Wipe the oil filter mounting face with a clean rag.

This will allow the new oil filter to seat properly.

2.

Lightly oil the O-ring.

3. Turn in the new oil filter until the sealing face is fitted against the O-ring.

4. Use the filter wrench to turn in the oil filter an additional 314 of a turn or one turn.

5. Check the engine oil level and replenish to the specified level if required.

6. Start the engine and check for oil leakage from the

NUMBERS INDICATE THE

ORDER OFASSEMBLY

1

ELEMENT

SPIN

ON

OIL FILTER-

INSPECT AND MAKE ALL

NECESSARY REPAIRS AND

REPLACEMENTS

Install the oil cooler element to the oil cooler, and tighten the cooler element fixing nuts to the speci-

Oil Cooler Element

Fixing Nut Torque kg.;n(lb.ft)

2.6

*

0.5 (18.8

k

3.6)

CHANGING THE OIL

W E S T E R E E K E

/

Englnes

&

Generators

48

i i

I

1

COOLING SYSTEM

NUMBERS INDICATE

DRDER OF DISASSEMBLY

COOLANT

PUMP

DlSASSEMBLY

SEALANT WASHER

& SEAL

1.

Impeller

Use the remover to remove the impeller.

3.

Snap Ring

Use a pair of snap ring pliers to remove the snap ring.

4.

Spindle, Bearing, and Spacer

Use a bench press and a suitable remover to pulley center.

PRESS

PULLEY CENTER

5.

Seal Unit, Washer and Seal

Use a suitable remover to remove the seal unit, the washer, and the

I

WESTEREEKE

I


49

COOLING SYSTEM

INSPECTION AND REPAIR

Make the necessary adjustments, repairs, and parts replacements if excessive wear or damage is discovered during inspection.

ASSEMBLY

7.

Spindle, Bearing, and Spacer

Lubricate the bearing with multipurpose grease.

Use a bench press to install the spindle, the bearing and the spacer.

SEALED SIDE OUTWARD

REMOVING THE BEARINGS

6.

Bearing Replaceme

Removal:

Use a bench press to remove two bearings and the spacer.

Installation:

Use a bench press to install two bearings and the spacer.

8.

Snap Ring

Use a pair of snap ring pliers to install the snap ring.

9.

Pulley Center

Use a bench press and a bar to install the pulley center.

LL BEARING

PULLEY CENTER

Use a micrometer to check the fitness at the three points shown in the illustrations.

Shaft to Pulley Center

Fitness mmfin)

0.02

-

Fitness

Shah to Impeller

Fitness

0.07

-

Pulley Center to Pulley

Fitness

-

0.14 (0.0055)

or less

10.

Seal Unit, Was

1 )

Apply a thin coat of liquid gasket to the seal unit outer periphery before installation.

2) Use a bench press and unit into the pump body. a bar to install the seal

IMPELLER

@

PULLEY CENTER

@

TAKING MEASUREMENTS

PULLEY

0

0.

~ W E S T E R B E K E

I


50

L

I

~

1

,

I

I

:

!

COOLING SYSTEM

11.

Impeller

1) Use a bench press t o install the impeller to the spindle.

2) Use a feeler gauge to measure the clearance between the impeller and the pump body. mm(in)

Clearance between

Impeller and Pump Body

0.3-0.8 (0.01 18-0.031 5)

HEAT EXCHANGER

The heat exchanger should be inspected and serviced during an engine overhaul.

1.

Disconnect the hoses and remove the hoses fittings. drain plug and zinc anode. Also, remove the end fittings and gaskets.

2. lnspect the tube (casing) for wear and dents, if a t all suspect replace the heat exchanger.

3. Clean out any zinc debris and pressure test the coolant and raw water passages.

4. When reassembling, install new gaskets and O-rings.

Apply some lubricant to the new gaskets and to t h e fittings as you install them.

5.

Install a new zinc anode.

Note:

All ofrhe above can be accomplished by sending rhe hear exchanger to a heat exchanger service shop. Tlzqy

rill

also service transmission and engine oil co<~ler,~.

6 .

Repaint the assembled heat exchanger with

WESTERBEKE heat resistant spray enamel. specified torque.

INSTALLING

THERMOSTAT

THERMOSTAT AN0 GASKET

REPLACE GASKET

THE GASKET I S GROOVED

AN0 FITS AROUND THE

OUTER EDGE OF THE

THERMOSTAT

0

REMOVE HEAT EXCHANGER

DRIVE BELT

Adjustment

1.

Inspect the cooling fan drive belt for cracking a n d other damage. Replace if suspect.

2.

Check the drive belt tension by exerting a force of lOkg (22 lb) midway between the pulley and the alternator pulley.

3. Adjust the belt tension by loosing the alternator mounting bolt and adjusting bolt and pivoting t h e alternator.

Be sure t o retighten the bolts after adjusting the belt tension.

WESTERBEKE RAW WATER

PUMP

COMPLETE OVERHAUWUMP REMOVED FROM ENGINE

DISASSEMBLE

1. Remove the six screws and lock washers, and the sealing

O-ring.

Inspect the O-ring for re-use.

NOTE:

Inspect the in~/~ellerfor if necessary.

2. Remove the impeller key.

3.

Remove the lock nut and withdraw the drive gear from the pump shaft and remove the key. [Insert a metal rod

0.19" in diameter thru the hole in the shaft to prevent it from turning while removing the lock nut].

4. Using snap pliers, remove the snap ring.

5.

Press out the shaft and bearing assembly from the pump housing. Using an arbor press, support the bearings inner race and press the shaft out of the bearings.

6. Remove the O-rings from the shaft.

7.

Remove the shaft seal from the housing.[Note the seal face position in the housing so as to re-install the new seal correctly].

8.

Remove the cam screw and sealing washer and withdraw the cam from the housing.

INSPECTION

Inspect all parts for wear and corrosion. It is also recommended that O-rings, gaskets, and seals be replaced.

Keys Part Name

PARTS LIST

Part Number

1 pump Housing

2

3

Shan

4

5

6

7

8 impeller

.

cam cover

Gear

0-Ring

KEY

--

.. .

- -

. . .

10

11

Seat

O'Ring

12

13

14

15

Snap Ring

~

O'Ring cap Screw

Nut

16

17 lockwashsr

O'Ring

44344

43.510

43506

~

43503

43500

43511

43567

43675

-

.

.

--

35972

~~~

43566

43566

43569

43570

43873

45691

~

31780

44183

18

19 screw

Washer

Cap Screw

4367.5

32889

43674

~.~

..

REASSEMBLY

Reassemble the pump in the reverse order.

Apply a small amount of petroleum jelly on the lip of the shaft seal and on the shaft itself when installing the shafthearing assembly into the pump housing.

When installing the pump cam inside the housing, apply a small amount of Permatex

#I

to the inner surface of the cam and to the securing screw threads. Remove any excess.

CAREFULLY MESH THE PUMPS GEAR

WITH THE TIMING GEAR

WHEN ASSEMBLED

I

1

1

1

2

2

..

1

1

1

1

6

I

6

I

1

1

1

Ouanlity

1

7

- ~-

~

. .

~

1

AT REASSEMBLI: APPLY A LIGHT

COAT OF SILICONE OR PETROLEUM

JELLY TO THE INNER SURFACE

OF THE HOUSING

INSPECT HOUSING FOR CRACKS b~

! t

! i i

!

1-

PUSH AND

PULL

OIL

TO

FIL

OM ROCKER COVER

TO OIL SUMP

,

-

.

TURBO CHARGER

Rotor Shaft Axial Play Measurement

1) Install a dial indicator on the turbine housing as illu- trated.

2) Use the dial indicator to measure the rotor shaft axial play with moving the shaft push and pull. Read the total indicator reading (TIR). mm(in)

Rotor Shaft Axial Play TIR

Limit

I

0.1 1 (0.0043)

3) If the measured value exceeds the specified limit the shaft must be replaced.

TURBOCHARGER

(6

C Y ~ . )

Rotor Shaft Radial Play TIR

Limit

1

0.215 (0.0085) rnm(in)

4)

If the measured value exceeds the specified limit, replace the shaft.

MAGNET

@-

TURBINE HOUSING

@

DIAL

INDICATOR

.

I$=*

.\k

-:p

PULL

facing up.

Turbocharger

E

Turbocharger Mounting Flange Gasket

Carefully position the gasket with the edged side

[m

Semitighten the turbocharger mounting nuts.

The nuts will be fully tightened atter installation of the oil pipes. kg.m(lb.ft)

Rotor Shaft Radial Play Measurement

Oil Drain Pipe

1) Turn over the turbocharger with the turbine exhaust inlet flange facing up.

1) Remove the exhaust manifold distance tube immediately beneath the turbocharger.

2) Install a dial indicator to measure the rotor shaft radial play.

This will make it easier to install the oil drain pipe.

3) Use the dial indicator to measure play. Read the TIR. mm(in)

Rotor Shaft Radial Play TIR

2) Install the oil drain pipe and tighten the oil drain pipe flange nuts to the specified torque.

Oil Drain Pipe Torque kg.milb.ft)

/

3.8 f

0.7 (27.5

+

5.1)

3) Reinstall the exhaust manifold distance tube.

~ W E S T E R B E K E

/

Englnes & Generators

53

TURBOCHARGER

FOR LEAK'

Oil

Feed

P i p e

1) Pre-lubricate the turbocharger with engine oil through the oil port shown in the illustration.

2)

Install the oil feed pipe and tighten the pipe flange bolts to the specified torque.

Oil Feed Pipe Flange

Bolt Torque kg.m(lb.ft)

2.6 f

f

3.6)

Turbo Adaptor Fixing

Bolt Torque

5.3 kg.m(lb.ft)

*

7.2)

CHECKING

1.

Check the air intake duct connections for air leakage.

2.

Check the intake manifold connections for air leakage.

3. Check the exhaust duct connections for smoke leakage.

4. Check the turbocharger mounting nuts for looseness.

5.

Check the oil feed pipe for oil leakage.

6. Check the oil return plpe joints for oil leakage.

K p m

(Ib-It)

OIL RETURN PIPE BOLTS TOR(1UE 2.1 k0.5 (15.2

k

3.6)

Turbo Adapter (6 cyl.)

1) Use a screw driver t o insert the gas sealing ring t o the turbocharger exhaust outlet port.

2) Tighten the turbo adaptor fixing bolts to the specified torque.

GAS SEALING RING

WESTERBEKE

I


' ,

ENGINE ADJUSTMENTS

INJECTION TIMING ADJUSTMENT

Bring No.

I stroke. Tum the crankshaft pulley clockwise (viewed at engine front) and align the mark on the crankshaft pulley with the TDC mark.

Remove the access cover at the front of the injection pump and check the alignment between the pointer

A

on the injection pump gear lock plate and the projected pointer

6

on the timing gear case. I f

A

and

B

are in alignment, the timing is set correctly.

I f they are in alignment, No.

I is at the TDC on the compression stroke. I f it is i n misalignment, recheck by turning the crankshaft pulley one Inore tum to repeat the procedure to make sure that i t is i n alignment.

4.

H O I ~

5.

Slowly turn the crankshaft pulley clockwise and at the same time, feed fuel to the injection pump by slowly pumping the feed pump. When the fuel stops to flow out from No.

I shaft pulley and pumping. This i s the beginning of fuel

4 CYL. SHOWN

THE 6 CYL. HAS EIGHT

TIMING NOTCH LINES

PUNCHED ON THE GEAR

CASE AND THE TDC

MARK ON THE CRANK

PULLEY

PULLEY MARK

Check the crankshaft position for the start of fuel injection.

1.

Tum the crankshaft pulley counterclockwise viewed from the engine front about 30".

2.

Remove No. I high pressure injection line.

6.

Notice which injection timing mark is aligned with the pulley mark. The timing mark in alignment with the pulley mark indicates the degrees before VDC), the start of fuel injection

7.

Blow out the remaining fuel from'the delivery valve holder. Check that there is no fuel being delivered from the priming pump.

INJECTION TIMING BCTC (4 CYL.) 14

(4 CYL. TURBO) 12

-DELIVERY VALVE

INJECTION TIMING BTDC (6 CYL.)

12

(6 CYL. TURBO) 12

INJE

3.

Remove the injection pump No. 1 delivery valve holder, delivery valve and spring and reinstall the delivery valve holder back into the pump.

DELIVERY VALVE HOLDER TIGHTENING TORQUE:

39

-

44 Nm (4

-

4.5 Kg-mR8.9

-

32.5

ll-lb)

WESTERBEKE

I



ADJUSTMENT PROCEDURES

1.

Align the pulley mark and the specified timing mark.

(Refer to the injection timing specifications.)

2. Loosen the four injection pump attachment nuts.

3.

To

advance the timing, pivot the injection pump at the pump drive shaft away from the engine.

To retard the timing, pivot the injection pump at the pump drive shaft toward the engine.

NOTE:

A lnlm misalignment benverrl tlie tiniirig nrarks pulley will correspotld to abo~rt

iri

crank angle.

4. Recheck the timing, following procedures I through 5.

5.

Tighten the four injection pump attachment nuts.

6. Again remove No. I delivery valve holder, and reinstall the delivery valve. spring and the valve holder.

INJECT1

PUMP

MARKS

INJECTION PUMP

DELIVERY VALVE HOLDER TIGHTENING TORQUE:

39

-

44

Nm

(4

-

4.5

Kg-mlL8.9

-

32.5 n-lb)

7. Reinstall the No. I high pressure injection line.

TIMING GEAR

CASE

WESTERBEKE

I


TESTING ENGINE COMPRESSION

Make certain the oil level (dipstick) is at the correct level and the air intake filter is clean. The battery and starter motor

nus st also be in good condition.

1.

Warm

the engine to normal operating temperature.

2. Move the conuol lever to a position for shutting off the fuel. (Disconnect the wires if a fuel shutdown solenoid is used).

3. Remove all the glow plugs from the engine and install the compression gaugeladapter combination to the cylinder on which the compression is to b e measured.

TESTING ENGINE COMPRESSION

Q

OIL PRESSURE

Thc cngine's oil pressure, during operation, is indicated by the oil pressurc gaugc on the instrument panel. DUI-~ng normal operation, the oil prcssure will rangc hetwccn 40 and

60 psi (2.8 and

4.2 kglcrn?).

NOTE:

A

rrewly sturtecl, ccolrl errgbrc

CUII have, rrrl oil p r ~ s s ~ r r e reading up to

60 psi (4.2 kg/criI).

A

warri~etl cat1 lrave arr oil pressure rcudirtg as low as

35 psi (2.5 kg/cm?). Tllcst, readirrgs will

vnty

deperldir~g of tl~r,

Low Oil Pressure

The specified safe minimum oil prcssure is

5

-

10

psi. A gradual loss ol oil pressurc usually indicates a worn bcarings.

For additional information on low oil pressure rcadings, scc the ENGINE TROUBLESHOOTING chart.

Testing Oil Pressure

To test the oil pressurc, removc the oil pressure sender, thcn install a mcchnnical oil pressure gauge in it's place. Aftcr warming up the engine. sct thc enginc speed at idlc and read the oil prcssure gaugc.

OIL PRESSURE 5 0 psi at

1800 rpm.

SENDER AND SWITCH TORQUE 9.13 H-lb (1.2

-

1.8 m

-

kg).

Oil pressure at

18M)

(or

1500) rpm should maintain a reading of 50 psi.

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

5.

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

6. Repeat this process for each cylinder.

COMPRESSION PRESSURE

441

psi

(31.0 Kglcm? al2W rpm.

ALLOWABLE LIMIT 370PSI (26.0 Kglcm?.

MAXIMUM PERMISSIBLE DIFFERENCE BEWEEN CYLINDERS

28.44 psi

(2.0

Kglcm')

NOTE:

Ifthe readings are below the lintit, the engine rleeds at; omrhaul.

7. Re-install the glow .plugs and reset the fuel shut-off to the run position.

8. Open

the

raw water

seacock (thru-hull).

Low Compression

When low compression is found, determine the cause by applying a small amount of oil in the cylinder thru the glow plug hole. Allow the oil to settle.

Install the pressure gauge and repeat the above test. If the compression reading rises dramatically, the fault is with the rings. If the conlpression valve does not rise, the problem is with the valves.

A slight rise in compression would indicate a problenl with both the rings and the valves.

PREHEAT SOLENOID

/

OIL PRESSURE

SWITCH

,OIL GALLERY


VALVE CLEARANCE ADJUSTMENT

NOTE:

Tlle cylirlder head bolts have been tiglrtolcd with

Tilerefore, ir is ,lot tircessarv to retighten the cylirlder licrrd

Chart

shows

six

cylinder model

VALVE CLEARANCE

0.076 IN (0.40MM)

1. In order to bring No.1 or No.6 (six cyl.), No.4 piston

(four cyl.) to the top dead center in the compression stroke, align the TDC mark and the crankshaft pulley mark.

Chaarl

shows four cylinder model

4. Loosen each valve clearance adjusting screw as shown in the illustration.

5. lnsen a 0.40mrn (0.016 in) feeler gauge between the rocker arm and valve stem end.

6. Turn the valve clenrance adjusting screw until a slight drag can be felt on the feeler gauge.

7. Tighten the locknut

LOCKNUTTOR[1UE

18.8

+

3.6 It-lb (2.6

+

0.5 kpm)

8. Rotate the crankshaft 360'.

9. Realign the crankshaft pulley TDC notched line with the timing pointer.

10. Adjust the clearances for the remaining valves as shown

2. Do the adjustment on the circle marked valves in the above table where No.1 piston is in theTDC in the compression stroke. After these steps, do the adjustments on the double circle ,marked valves where the No.6 piston (six cyl.) No.4 piston (four cyl.) is on TDC in the compression stroke.

3. After adjusting the valves with piston No. l at TDC, rotate the crankshaft 360' again aligning the TDC mark and the pulley mark. This brings piston No.6 or No.4 to

FRONT

NO.l CYLINDER IS AT TDC IN COMPRESSION STROKE

~ 0 . 6 IS AT TOC INCOMPRESSION STO

K

E

FRONT

NO.l CYLINDER IS AT

TDC IN COMPRESSION

STROKE

FRONT

N0.4 CYLINDER IS AT

TDC I N COMPRESSION

STROKE

WESTERBEKE

I


58

"

LI

I

I i i

I

1

FUEL SYSTEM

'

INCOMI

C h a n g i n g the Fuel

F i l t e r

FUEL

INJECTION

PUMP

1.

Shut the fuel supply off.

The fuel injection pump is a very important component of the diesel engine, requiring the utmost care in handling.

If the fuel injection pump requires servicing, remove it and

2.

Slip a plastic bag over the fuel filter to prevent fuel spillage then loosen the fuel filter, turning take it to an authorized fuel injection pump service facility. counterclockwise with a filter wrench.

Do not attempt to disassemble and repair it.

3.

Using a rag, wipe clean the sealing face on the

N U M B E R

3RG..

BASS..

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

1

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

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

A

,,,,.PC

l!!!!!!

I housing bracket so the new filter can be seated properly.

4.

Lightly oil the sealing O-ring on the n e y filter. To reinstall, turn the filter assembly counterclockwise carefully until the O-ring contacts the sealing surface of the housing bracket. Turn 213 further with the filter wrenth.

NOTE:

The cartridge cuntainsfuel. Toke

cure

not

to

spill it during disassembly.

6.

Check

...

Id.ntific.Mn number

IDENTIFICATION PLATE

AND

P R O D U C T SERIAL

5.

Open the fuel supply. The filter will fill with fuel.

1.

Injection pump adjustment and repair should be made by the nearest DKKC (Diesel Kiki Co., Ltd.) or

ROBERT BOSCH Authorized Service Outlet.

2.

When you ask such authoriged service outlet the adjustment or repair, the Identification Plate and

Product Serial Number will give them a necessary clue to get technical data distributed b y the manu- facturers previously.

Without this data, the Service Outlet will be unable

FUEL

t o effectively service your injection pump.

LIGHTLY WIPE

WITH CLEAN FUEL

If you are unable to locate the data applicable to your injection pump, please contact your

WESTERBEKE dealer.

STRAINER

CLEAN WITH DIESEL FUEL

FUEL FEED PUMP

WITH FRESH FUEL

FUEL

INJECTORS

Poor fuel quality, contaminants and loss of positive fuel pressure to the injection pump can result in injector faults. Fuel injectors must be serviced in a clean room environment.

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.

The fuel injectors should be pressure tested after 750 operating hours.

INJECTION STARTING

PRESSURE

18.1 Mpa (2630 psi)

F u e l Feed

Pump

The fuel feed pump is an integral part of the injection pump. The fuel strainer in the pump should be serviced.

Refer to the illustration.

HOLDDOWN NUTS TORQUE

1.9+0.2 kp-m (13.5f 1.5

bib)

(.wlWESTERBEKE

I

Engines

8

Generators

59

NUMBERS INDICATE

THE ORDER OF

DISASSEMBLY

.

FUEL SECTION

.NOZZLE HOLDER

4. Injection-Nozzle

There must be no oil on the contact surfaces of t h e injection nozzle and the injection nozzle holder.

Clean these contact surfaces with diesel fuel before installation.

The nozzle dowel pin must be aligned with t h e dowel hole in the nozzle holder body.

5. Retaining N u t

ALIGN THEOOWEL

WITH THE HOLE.

kg.rn(1b.h)

Nozzle

Remove the nozzle assembly from the nozzle body.

Keep the parts separately to maintain the proper needle valve to body combination.

Push Rod Spring

Check the push rod spring for wear, weakness, and corrosion.

Nozzle Holder Push Rod

1. Check the nozzle holder push rod curvature.

2.

Check the nozzle holder push rod and needle valve contact surfaces for excessive wear and poor contact.

Injection Nozzle

1. Check the injection n o u l e needle valve, the valve seat, and the injection nozzle hole for carbon deposits.

If carbon deposits are present, the injection nozzle and the needle valve must b e replaced.

2. Hold the nozzle body vertically.

Pull the needle valve about one-third of the way out of the nozzle body.

Release the needle valve.

Check that the needle valve falls back into the nozzle body as far as the valve seat.

If the needle valve does not fall back into the nozzle body as far as the valve seat, the injection nozzle and the needle valve must b e replaced.

3.

Injection Pipe Connector

Nozzle Connector Torque

/

5.5

f

0.5 (38.8 kgm(1b.h)

*

3.6)

TORCIUE WRENCH

INJECTION TESTING

1.

Using the nozzle tester, check the spray pattern a n d injection starting pressure of nozzle and, if it exceeds t h e limit, adjust or replace the nozzle. W h e n

The spray injected from the nozzle is

a.lf the diesel fuel of the nozzle tester is discolored. replace it. At the same time, clean or replace the fuel filter. b.Set the nozzle tester in a clean place where there is no dust or dirt. c.Mount t h e nozzle holder on the nozzle tester. d.Use the fuel at the approximate temperature of

68'F (20%).


I


60

~

1

1

,.

8

I i

z .

i i

I i i

!

FUEL SECTION

Spray Condition Check (During Injection Nozzle Testing

Operation)

1. e. Operate the hand lever of nozzle tester several

GLOW PLUGS

times to bleed the air in the nozzle line, then move

The glow plugs are wired through the preheat solenoid. the hand lever at intervals of one stroke per second

GOOD

'.-'

I

. '

.

.

,

..

.

I

'.

..

.:

:

...

~.

.

1 -

.I

, ,

:BAD

';

When PREHEAT is pressed at the control panel this while reading the injection starting pressure.

Injection Starting Pressure Adjustment.

The lnjection nozzle injection starting pressure can be adjusted after the screw is installed.

INJECTION STARTING PRESSURE 2630 psi (18.1 MPa) (185 Ku/cm') solenoid should "click" on and the glow plug should begin to get hot.

Inspection

To inspect the plug, remove the electrical terminal connections, then unscrew or unclamp each plug from the

uuqliy

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.

Testing

BAD BAD An accurate way to test glow plugs is with an ohmmeter.

1

Touch one prod to the glow plug's wire connection, and the other to the body o f the glow plug, as shown. A good glow plug will have a 0.4

-

0.6 ohm resistance.

This method can be used with the plug in or out of the engine. You can also use an ammeter to test the power drain

(5

-

6 amps per plug).

Tighten the cap nut.

2. Check the injection nozzle starting pressure.

3. Check the injection nozzle spray condition.

Nozzle Holder

Cap

Nut

to the touch. Be careful not to burn your fingers when

/

4.5

f

0.5 (32.5

*

3.6)

Cap Nut Torque

TESTING A

GLOW PLUG

I

INJECTION HOLDDOWN NUTS TOR(~UE 1.9+0.2 (13.7+ 1.5)

TESTING A

GLOW

PLUG

USING

A TEST LIGHT

GLOW

PLUGS

Re-install the plugs i n the engine and test them again.

The plugs should get very hot (at the terminal end) within 20 to 25 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

Do not keep a glow plug on for more than

30

seconds.

Kp-m (Ib-It)

I

GLOW PLUG TIGHTENING TOROUE TORllUE 2.7 (19.5)

WESTERBEKE

I

Engines

&

Generators

TACHOMETER

TACHOMETES/HOUR METER

The tachorneterAiour tnetn- used in propulsion engine instrument panels contains two separate electrical circuits with a common ground. One circuit operates the hour meter and the

NOTE:

Currenr rilodel tacl~oiileters use a coarse udjusnircnr dial to set the /aclzonlcter

10

/he crankshafi uullev rains. The calibrating screw is tlzeri used forfnc furzing.

. volts alternator charging voltage supplied to the

(+) terminal on tlie back o i the instrument.

The tachometer circuit operates on AC voltage 6-8 volts, ied from one of the diodes in the alte~nator tachometer input terminal while the engine is running, and the alternator producing battery charging voltage 13.0-14.8 volts DC.

The following are procedures to follow when troubleshooting a iault in either of the two circuits in a tachomelerhour meter.

Hour meter Inoperative

Check for tlie PI-oper DC voltage between (+) and

(-) terminals.

1. Voltage present

- meter is defective

- repair or replace.

2. Voltage no1 present

- trace (+) and (-) electrical connections for fault. (lump 12 volts

DC to meler

(+) terminal to verify the operation.)

Tachometer Inoperative

Check for the propel- AC voltage between tachometer input tenninal and (-) terminal with the engine running.

1. Voltage present

- attempt adjusting meter tlxough calibration access hole. No results, repair or replace meter.

2.

AC voltage not present

- check for proper alternator DC output voltage.

3.

Check fou AC voltage at tach tenninal on alternator to ground.

4. Check electrical conneclions from tachometer input terminal to alternator connection.

Tachometer Sticking

1. Check for proper AC voltage between "tach inp:' terminal and

(-) temiinal.

2. Check for good ground connection between metel-

(-)

CALIBRATION

TACH INP

AC VOLTAGE

TACHOMETER CHECK (New Installation)

NOTE

In a new installation having new insfrunlent panels, not always be correctly calibrated to the engine's rpnl. This calibration should be checked in all new installations.

1. Wann up the engine to normal operating temperature.

Remove any specks on the crankshafi pulley with a clean cloth and place a piece of suitable reflecting tape on the pulley to facilitate use of a photoelectric type tachometer.

2. Start and idle the engine.

3.

Aim the light of h e tachometer onto the reflecting tape to confirm the engine speed. Check the instrument panel tachometer reading. Adjust the tachometer in the panel by using the inslrumenl coarse adjustment to calibrate the instrument reading to the closest

R.P.M. that the photo tach is showing. Then use the fine calibration adjustment to bring the instrument to the exact reading as Uie photo tach.

3. Check that alternator is well grounded to engine block at alternator pivot bolt.

Tachometer Inaccurate

a.

With a hand-held tacli on h e iron1 o i the crankshaft pulley retaining nut or with a strobe-type tach, read the fiont crankshaft pulley rpni at idle. b. Adjust theiachometer with a small Phillips type screwdriver through the calibration access hole in the rear o i h e tachometer. Zero the tach and bring it to the ipm indicated by the strobe or hand tach. (Verify the ipm at idle and at high speed and adjust the tach as needed).

WESTERBEICE

/

Engines

&

Generators

WESTERBEKE 51A MANDO ALTERNATOR

DISASSEMBLY AND TESTING

REAR HOUSING

hot. Do not touch until the alternator has cooled down.

A

Before starting the engine, make certain that everyone is clear of moving parts! Keep away from sheaves and belts during test procedures. applications. Always disconnect shore power cords, isolate DC and AC converters and shut down generators

REFER TO THE

WIRING DIAGRAMS FOR THE ABOVE

WIRING HARNESS CONNECTIONS

TESTING THE OUTPUT CIRCUIT

1. Connect the positive voltmeter lead to the output terminal

B and connect the negative lead to the ground terminal

E on the alternator.

2. Wiggle the engine wiring harness while observing the voltmeter. The meter should indicate the approxim~te battery voltage, and should not vary. If no reading is obtained, or if the reading varies, check the alternator output circuit for loose or dirty connections or damaged wiring.

NOTE:

Prior to any alten~aior if~sliect heltfor excessive wenr and rqlrccc $!~rcessnr?. Also

(141r.rr for proper belt tension.

TESTING THE EXCITATION CIRCUIT

I .

Connect the positive (+) voltmeter lead to the excitation terminal R on the alternator and the negative

(-) lead to the ground terminal

E on the alteni:~tor.

3.

note :he voltmeter reading. The re:~ding should be

1.3 t o

2.5

volts (see illustration).

If

the reading is between

.75

and 1.1 volts, t h e rotor field circuit probably is shorted or grounded.

Disassemble the alternator and test the rotor as described under CLEAN AND TESTALTERNATOR

COMPONENTS

in this section.

4.

If the reading is between

6.0

and

7.0

volts, t h e rotor tield circuit probably is open. Remove the regulator and inspect it for worn brushes or dirty slip rings.

Replace the brushes if they are less than IIJin. (6 mm) long. If the brushes and slip rings are in good condition, disassemble the alternator and test the rotor. 3s outlined under CLEAN AND TES7ALTERNATOR

COMPONEXTS

in this section.

WESTERBEKE

/


63

1

;

TESTlNG THE

EXCITER

LEAD

MANDO ALTERNATOR SERVICE

d ? n 9

e.

Remove the regulator cover

f. Temporarily re-install Jumper ( A ) and a11 associat- nuts. Leave Jumper (B) itistalled. g. Remove the plastic plug from the side of the regulator.

h.

Connect a jumper between the top brush lead and the ground.

5. If no reading is obtained, an open exists in the alternator-excitation lead or in tlie excitation circuit of the regulator. Disconnect the lead from exc terminal R.

Connect the positive voltmeter lead lo the excitation lead and the negative voltmeter lead to ground terminal

E. If the voltmeter now indicates an approximate.batrery voltage, the voltage regulator is defective and must be replaced. If no voltage is indicated, check the excitation circuit for loose or dirty connections or damaged wiring.

TEST VOLTAGE REGULATOR

Perform this test to determine if the voltage regulator is operating correctly. using a 0

-

20 volt DC voltmeter.

NOTE:

The battery must be fully charged to obrair~

proper

voltage reading in this test. Ifnecessary, charge tlte battery with

a

battery chargemr allow the engine to run a s~rfficier~t length of time to fully charge the battery before taking

n

reading.

1. Connect the positive (+) voltmeter lead to the positive battery terminal and the negative

(-) voltmeter lead to the negative terminal.

2. Start the engine and run it at fast idle until the engine reaches its normal operating temperature. Adjust the engine speed to 1500

-

2000 rpm and observe the voltmeter for the highest reading. The reading should be between 13.7 and 14.7 volts.

3.

If the reading is high, check for a loose or dirty alternator ground lead connection. If the connection is good, the voltage regulator is faulty and must be replaced. Be sure to disconnect the battery cables before attempting to remove the alternator.

4. If the reading is low: a. Stop the engine and remove the alternator wiring connections. b. Remove the Phillips cover screw from the regulator cover (see illustration). c. Remove the nut from the output terrntnal and the nut from the sensing terminal. and remove Jumper

(A).

d. Remove another nut from tlie sensing terminal. :~nd the nut from the excitation terniinal.

I

CONNECT

JUMPER

\

',

WIRE

I

i. Repeat steps

1

and

2.

NOTE:

D o

r ~ u t

j. If a voltmeter reading of 14.5 volts or above is now obtained, the voltage regulator is faulty and must be replaced. If the voltmeter reading is below

14.5 volts, inspect the brushes and slip rings for wear, dirt or damage. If the brushes and slip rings is fault internally.

Disassemble the alternator and test the components. as outlined in this section.

WENERBEKE

I

Engines

&

Generators


REMOVE ALTERNATOR

1. Disconnect the negative

(-) battery ground cable.

2. Disconnect the wiring leads.

3. Loosen the screws. Holding the alternator, rotate i t toward the engine and lift the belt off the pulley.

4. Remove the screws and washers and remove the alternator.

10. Place an oversized V-belt around the pulley and fasten the pulley i n n vise.

11. Use a

718

in. box wrench to loosen and remove the pulley nut.

12. Remove the pulley nut, lockwasher, pulley, fan. and spacer.

PULLEY

AND

FAN COMPONENTS

DISASSEMBLE ALTERNATOR

1. Remove the terminal nuts to remove the jumper (see illustration).

2. Remove the remaining terminal nuts.

3. Remove the capacitor.

4. Remove the Phillips screw from the regulator cover.

6. Remove the nut from the terminal.

7.

Remove the jumper.

8. Remove the terminal insulators.

9. Remove the two Phillips screws and remove the bmsh/regulator assembly.

more than 1/16 in. (1.6 mm). Damage to the stator

NOTE:

Score the srato,:

and

the front and rear l~ousirlgs rhe relit may be reassembled correctly.

13. Remove the four through-bolts and carefully ply the front housing away from the rear housing using two screwdrivers.

14. Carefully push the rotor assembly out of the front

15. After removing the three bearing locking screws, care fully press the front bearing out of the housing. Press against the inner race of the bearing.

(ur7

I

Engines

&

Generators

65


BEARING LOCKING

2. Inspect and test the diode-trio assembly: a. Using a commercial diode tester. a 12-volt D C test lamp or an ohmmeter, check the resistance betwee each of the three diode terminals and the indicator light stud. light stud

DIODE TERMINAL

BEARING

16. Remove the rectifier assembly by removing the Phillips screw and lifting out the assembly.

RECTIFIER ASSEM

DIODE TRIO ASSEMBLY

b.

Reverse the tester leads and repent the resistance checks. c.

A

very low resistance should be indicated in one direction and a very high resistance should be indicated in the other direction if the diodes are normal

d. If any diode appears to be defective. replace the complete assembly. Do not attempt to replace an individual diode.

3. Test the diode-rectifier bridge as follows:

a.

Using a commercial diode tester, check for continuity from each of three terminals to the ouput terminal.

RECTIFIER REMOVAL

CLEAN AND TEST ALTERNATOR COMPONENTS

1. Inspect and test the brush/regulator assembly. The brush set may be reused if the brushes are 114 in.

(6 mm) or longer. The brushes must not be oil soaked, cracked or grooved.

Test for continuity between I and 2, and 3 and 4 using a test lamp or an ohmmeter. These checks will indicate a good brush/regulator assembly: replace the complete assembly, if necessary.

GROUND-

TERMINAL DIODES b.

Reverse the tester leads and repeat Step a.

c. Continuity should exist in only one direction a n d a11 diodes should check alike.

d. Perform the same continuity checks between t h e three terminals and strap ground terminal. T h i s should show continuity in only one direction through the diodes and all diodes should check alike.

e.

If any diode appears to be defective, replace t h e rectifier assembly.

TESTING BRUSH ASSEMBLY

I

Engines &

Genera=


4. Cleen and inspect the front and rear housings: a. Inspect the rear housing for cracks o r breaks in the casting, stripped threads or a damaged bearing bore.

Replace the housing if my of these conditions exist. b. Inspect the front housing for cracks, stripped or' damaged threads in the adjusting ear, or an out-of- round bore in the mounting foot. If possible, correct slightly damaged threads using a tap.

Replace the housing, if necessary. c. If the housings are to be reused, clean them in solvent and dry with compressed air.

5. Clean and inspect the rotor shaft bearings:

NOTE:

Do

not use a solvent on the rear rotor benrirlg since it is serviced as a unit with the rotor:

a. The bearings should be wiped clean with a lint-free cloth containing a moderait. amount or'commrri;.,l solvent. Do not immerse a bearing in solvent, or use pressurized solvent or air. b. Check the bearings for obvious damage, looseness or rough rotation. Replace a bearing if any doubt exists as to its condition.

NOTE:

Ifthe rear rotor bearing needs replacemenr, replace the entire rotor:

6. Inspect the belt pulley for rough o r badly wom belt grooves or keyway, and for cracks or breaks. Remove minor burrs and correct minor surface damage; replace a badly worn or damaged pulley.

LAMINATIONS

b. Check the resistance from each lead (1. 2. and 3) to the laminations (4). There should be no continuity if the insulation is good. c. Inspect the stator windings for signs of discoloration.

A

discolored winding should be replaced. d. If a winding shows a high resistance or an open circuit between any two of the three winding terminals o r indicates poor insulation between the windings and the laminations. the stator must b t replaced.

8. Check the rotor assembly as follows:

NOTE:

Ifslip rings need lo be replaced, you mlcst replace the entire roto,:

a. Visually inspect for physical defects such as damaged shaft threads. worn or damaged bearing areas. burned o r pitted slip rings or scuffed pole fingers. b. Measure the winding resistance across the slip rings

(A). Place the ohmmeter leads on the edges of the slip rings, not on the brush contact surfaces. The correct winding resistance at

70

-

80" F (21

-

27" C) is 4.1 to 4.7 ohms. c. Minor burning or pitting of the slip ring surfaces can be removed using a crocus cloth. Thoroughly wipe the slip rings clean after polishing, removing all grit and dust.

d. Check for a grounded slip ring or rotor winding by measuring the resistance from each slip ring to the rotor body o r pole finger

(B).

An open circuit should be indicated in both cases for a good rotor. e. If the windings are defective or physical damage cannot be corrected, replace the rotor assembly.

9.

Use a commercial capacitor checker to test the capacitor for capacity, shorts, leakase. and series resistance.

P

B

7. Test the stator windings as follows: a. Using an ohmmeter or test lamp, check ibr continuity between all three leads ( I , 2, and 3).

A low ohm reading or lit test lamp should be observed.

L2

EXC

S

E

INTERNAL CIRCUIT WIRING


I

Engines

&

Generators

67


2. Place the rotor (pulley end up) on the bed of an arbor press, on two steel blocks.

3. Press the front housing and bearing assembly down onto the rotor shaft. Press against the bearing's inner race only, using a sleeve driver. Take care to insure that the rotor leads clear the steel blocks.

FRONT HOUSING AND

BEARING ASSEMBLY

TESTING THE ROTOR

ASSEMBLE ALTERNATOR

1. Carefully press the front bearing into the front housing, pushing against the bearing's outer race using a bearing driver. Lock the bearing in place with screws.

TOROUE:

25

-

35 1b-in

(2.8

-

4.0 Nm)

4. lnstall the rectifier assembly into the rear housing.

5. Insert the Phillips screw and tighten it.

RECTIFIER

FRONT BEARING

FRONT HOUSING

FRONT BEARING ASSEMBLY

BEARING LOCKING

SCREWS

6. Assemble the front and rear housings as follows:

a.

Put the stator winding in the front housing with the stator leads away from the front housing and the notches in the stator laminations aligned with the four through-bolt holes in the housing.

b. Align the scribe marks you made in the stator. and front and rear housings during disassembly. c.

Slip the rear housing into place over the rotor shaft.

FRONT BEARING

through the holes at the top of the rear housing.

d.

Install the four bolts and tighten them.

TORQUE:

35

-

65

Ib-If

(4.0

-

7.3

PlmJ

NOTE:

I f t h e frt,t~t Izorrsitzs

is

rrrn: /hi, tlrrorr,yIz-bolt

lvill

rrut be tr11>1)cd

ASSEMBLING THE BEARINGS

~ W E S T E R B E K E

I


68


7.

Install the spacer and the fan. Then push the pulley. lockwasher and nut onto the shaft. Turn the nut a few turns.

8. Place an oversized V-belt around the pulley and fasten the pulley in a vise.

INSTALL ALTERNATOR

1. Install the alternator, screws and washers

2.

Connect the wiring leads.

3. Put the belt on the alternator, crankshaft and coolant pump pulleys

4. Adjust the alternator belt's tension (see DRIVE BELT

ADJUSTMENT under ENGINE ADJUSTMENTS).

I

Banev Voltage

Maximum Speed

Cut in

Speed

Reg. Set Voltage

Ambient Temp.

Ground

12

Volt

13500

RPM

Max 2000

RPM (at exc.)

Max.

1500

RPM (at L2)

14.7

Volts

-20°C

-

100°C

Negative

I

9.

Use a torque wrench to the tighten the nut.

TORQUE:

35

-

50 Ib-ii

(47

-

68 Nm)

10. Carefully install the bmsh/regulator assembly on the rear housing with the two mounting screws.

11.

Install the small terminal insulators.

12.

Install the large terminal insulator.

13. Install the jumper.

14.

Install the nut on the terminal

15.

Install the bmsh/regulator assembly cover.

16.

Install the Phillips screw for the brush/regulator assembly cover.

TORQUE:

25 - 35 1b-ft (2.8

-

5.1

NmJ

17.

Install the capacitor.

18. Install the terminal nuts

19.

Install the jumper.

20. Install the last terminal nut.

WESTERBEKE

I

Engines

&

Generators

CONTROL

SWITCH

TROUBLESHOOTING

To independently test the starter it is necessary to remove it from the engine. However, before doing this, checks should be made to ensure that the problem is with the starter and not with the engine, battery, wiring or switches. When the other possible problem sources have been eliminated, then remove and test the starter. Comparison of test results with the Troubleshooting chm will aid in isolating the problem within the starter to specific components. This will determine the repair or repairs needed to restore the starter to serviceability.

Battery Test

Realistic testing, as well as successful operation, requires a fully charged battery capable of supplying the current needs of the starting system. Step one in troubleshooting the starting system is to test the battery. Follow the battery manufacturer's inshuctions.

Wiring and Switches

Visual Inspection

Visually inspect all wiring and switches in the starting circuit for damage and loose or corroded connections. This includes all ground connections. Clean and tighten the connections as required. Replace damaged wiring or components.

FIGURE

1.

STARTER WIRING CIRCUIT

Continuity

Check

Disconnect the field lead on the starter from the solenoid M terminal and insulate it carefully to prevent accidental con9

Set the transmission in neutral. Use a voltmeter to check fi voltage at the solenoid S terminal while the start switch is held in the START position. If voltage is not present at the S terminal. use the voltmeter and the wiring diagram to

trace

the control circuit and locate the point of voltage loss and correct it as necessary.

Starter Removal

If the battery, wiring and switches

are

in satisfactory condition and the engine is known to be functioning properly, remove the starter for further testing.

Starter No-Load Test

With the starter removed from the engine, the no-load test can reveal damage that can be corrected by repair or it may indicate the need for component testing after the starter is disassembled. Repair and component test procedures are described in the

UNIT

REPAIR section. The no-load test is also used to test units for normal operation after repair or overhaul. Comparison of test results with the Trouble- shooting chart will indicate what corrective action, if any, is required.

I i

WWESTEFIBEKE

I

Engines

& Generators

STARTER MOTOR

Test Hook-Up (Figure 2) necting wiring. Do the following:

NOTE:

During the no-load test, close the switch and operate

Connect the starter for the no-load test as shown in the

the stanerfor cycles of 30 seconds maximum. Between

illustration using suitable instruments, battery cables and con-

C Y C ~ ~ S ,

envise overheating and damage to the starier may result.

1.

Secure the starter in a suitable test stand to check its operation.

1. Momentarily close the switch.

2. Use a momentary contact, pushbutton switch in the test circuit for a quick release if very high current surges are encountered.

a.

If there is a high current flow and the starter fails to operate (zero rpm), release the switch immediately.

Internal mechanical damage is indicated. Discontinue the test and refer to TROUBLESHOOTING.

3.

Make all connections or disconnections with the switch open and the carbon pile load turned off.

4.

If sparking or current flow in the battery circuit is noted when making the connections, the starter solenoid switch contacts may be frozen shut (refer to

TROUBLESHOOTING). b.

If there is no current flow and the starter fails to operate (zero rpm), release the switch immediately. An open circuit is indicated. Discontinue the test and refer to TROUBLESHOOTING.

c.

If there is a current flow and the starter operates, release the switch and proceed with the next step of the no-load test.

5. As the k t the negative battery cable securely to a clean metal ground on the starter frame.

6.

The carbon pile load is used to adjust the operating voltage for comparison with specifications. It may not be necessary in all cases but should be used to elimi- nate the need for interpolation of test data.

Test

Procedure

2. Close the switch and observe the voltmeter. Adjust the carbon pile load to obtain a

10

volt reading (20 volts on a

24-volt starter). Observe and record the ammeter and rpm readings. Release the switch.

3.

Compare the ammeter and rpm readings to those listed under SPECIFICATIONS at the end of this section. If the readings are outside the limits shown, refer to

TROUBLESHOOTING to determine the most likely causes. If the readings are within the limits, the starter is operating normally.

A

U T

I

ON :

Keep fingers and tools away from the opening in the

O.E.

(drive end) housing while testing.

The strong shifting action of the solenoid could cause personal injury or damage as the drive pinion moves into the cranking position and spins.

CLAMP ON

AMMETER

FIGURE

2.

STARTER NO-LOAD TEST HOOK-UP

p

I

Englnes

&

Generators

71

STARTER MOTOR

Troubleshooting

ble cause and its remedy. The problems listed i n the chart apply specifically to the no-load test and do not necessarily apply t o operation under other circumstances. t o the following

TROUBLESHOOTING

chart for the proba-

PROBLEM PROBABLE CAUSE VERIFICATION/REMEDY*

Normal current and speed.

Current flow with test circuit switch open.

Failure to operate with very low or no current.

Failure to operate with high current.

a. Starter OK.

a.

Solenoid switch contacts stuck closed. a. Open solenoid wiring.

b. Open field circuit.

c.

Open armature coil(s) or high insulation between commutator bars.

d. Broken brush spring(s) or worn brushes. a. Frozen bearing or other damage to drive train.

b. Direct ground in terminals or fields.

a. Recheck battery, switches and wiring, including battery cable loss. Check If starter operation on engine is slow or

Sluggish.

a.

Test and, if necessary, replace solenoid assembly. a. Inspect and lest solenoid assembly.

b. Inspect and lest frame and field assembly.

c.

lnspect armature. d. inspect brushes and brush springs.

a. Inspect bearings, armature, drive shaft and related drive parts.

b. Inspect and test frame and fieid assembly, solenoid assembly, armature and brush installations for shorts.

a.

Inspect bearing, armature, drive shaft, and gear reduction gears.

Low speed with high current.

Low speed with normal (or low) current.

High speed with high current. a. Excessive friction in bearing(s) or gear reduction unit, bent armature shaft or loose pole shoe, bent drive shaft.

b. Shorted armature.

c.

Grounded armature or fields. a. High internal electrical resistance caused by poor connections, defective leads or dirty commutator.

b. Causes listed under Failure to operate with very low or no current.

a.

Shorted fields.

b. Inspect and test armature.

c. Inspect and test frame and field coil assembly and armature. a. lnspect internal wiring, electrical connec-

'tions and armature commutator.

b.

Remedies listed under Failure to operate with v e y low

or

no current.

a. Inspect and test field and frame assembly.

*

Refer to the

UNITRE'AIR

section for required disassembly, inspeclion, test, and if necessary, repair or replacement insmdions.

STARTER REPAIR

NOTE:

Always install fasteners at their original locations.

Fir is necessary to replace fasteners, use only the correct part numbers or equivalent. Ifthe correct part nurnber is not available, me only afastener of equal size and strength. Use a torque wrench to tighten fasteners when a torque value is specified Torques specified arefor dry, ~nlubricaledfnren- ers unless otherwise specified.

Introduction

(Figure

3)

.

Figure 3 shows the starter broken down into its component lowing components which are serviced as assemblies:

Solenoid assembly (1)

Clutch Drive assembly

(2)

Brush Holder assembly (3)

Armature assembly (13)

Frame and Field assembly (19)

This section provides instructions for complete disassembly of the starter as would be the case for overhaul.

I f the starter is not due for an overhaul, and repair affecting specific parts only is required, the starter may be disassembled only to the extent necessary to gain these parts,

Parts

removed from the stmer as subassemblies or groups need not

be

di s

- assembled for such limited repa affected parts. i is to ensure that all p a s can be thoroughly cleaned and inspected.

In this section the starter is broken down by main groups.

These groups are then disassembled into individual parts and operations. To see the parts relationship o f the

conzplete

starter, refer back to Figure

3.

To begin, make a mark completely down one side o f the starter to ensure proper alignment of all its components at assembly. Use a colored pencil or marker that w i l l show on all parts.

72

STARTER MOTOR

1 SOLENOID ASSEMBLY

2. CLUTCH DRlVE

ASSEMBLY

3. BRUSH HOLDER

ASSEMBLY

4. BRUSH (GROUNDED)

5. BRUSH (INSULATED)

6. D.E. HOUSING

BUSHING

7. BRUSH SPRING

8. D.E. ARMATURE

BEARING

9.

C.E. ARMATURE

BEARING

10. CENTER SUPPORT

BEARING

11. SHIFT LEVER

12. PINION STOP

13. ARMATURE

14. C.E. FRAME

15. DRIVE SHAFT

16. ARMATURE SUPPORT

BRACKET

17. DRIVE SHAFT

SUPPORT

18. DRIVE HOUSING

19. FRAME

8

FIELD

ASSEMBLY

20. C.E. FRAME O-RING

21.

SHIFT LEVER SCREW

22.

SHIFT LEVER WASHER

23. SHIFT LEVER NUT

25.

SOLENOID SCREW

26.

PLATE (IF USED)

27.

DRIVE HOUSING PLUG

28. DOWEL PIN

29. INSULATED BRUSH SCREW

30.

WASHER (FIBER)

31.

WASHER (THIN; ONE OR

TWO MAY BE USED)

32.

WASHER (THICK)

33. FRAME SEAL

34.

BUSHING PLUG (IF USED)

35. STOP RING

36. DRIVE HOUSING BOLT (LONG)

37. DRIVE HOUSING BOLT

(SHORTER ON SOME MODELS)

39. GROUNDED BRUSH SCREW

41.

THRU BOLT

42.

BRUSH PLATE SCREW

-

Engines

&

Generators

73

34

STARTER MOTOR

General Disassembly

(Figure 4)

Remove or Disconnect:

1. The motor lead on the frame, field and brush holder group (A) from the solenoid assembly (I). Reinstall the nut on the solenoid terminal.

a.

Remove the nut on the solenoid, slip off the motor lead and reinstall the nut.

2.

3.

Brush plate screws (42).

4. C.E. frame (14) and O-ring (20).

Imporiant:

a.

In the following step, use care not to lose the small dowel pin (28) installed between the frame, field and brush holder group (A) and the gear reduction and drive group

(B).

This dowel pin is required for assembly and must be saved. If the dowel pin should be lost, it must be replaced with a 2

mm

(0.079 in.) dia. x

10 mm

cured or manufactured locally.

5. Frame, field and brush holder group (A), dowel pin (28) and frame seal (33). a. The m a t u r e assembly (13) may come off with the frame, field and brush holder group (A) or may b e retained by the gear reduction and drive group

(B).

6.

Armature assembly (13) with bearings (8 and 9). a. Do not remove the bearings from the m a t u r e assembly unless replacement is required (refer to

CLEANING, INSPECTION AND REPAIR).

7. Solenoid screws (25).

8. Solenoid assembly (I).

a.

Pivot the inside end of the solenoid assembly ( I ) out of engagement with the shiR lever in the gear reduction and drive group

(B) and withdraw the solenoid assembly.

25

I SOLENOID ASSEMBLY

8. D.E. ARMATURE BEARING

9.

C.E. ARMATURE BEARING

13. ARMATURE ASSEMBLY

14. C.E. FRAME

20. C.E. FRAME O-RING

25. SOLENOID SCREW

28. DOWELPIN

33. FRAME SEAL

41.

THRU BOLT

42.

BRUSH, PLATE SCREW

A. FRAME, FIELD

8

BRUSH HOLDERGROUP

B. GEAR REDUCTION 8 DRIVE GROUP

FIGURE

4.

ELECTRICAL GROUP

v

Engines

&

Generators

,

STARTER MOTOR

4

Disassembly of Frame, Field and Brush Holder Group

(Figure 5)

Remove or disconnect:

1.

Insulated brush screws (29).

a.

Move the brush holder assembly ( 3 ) [with the brushes (4 and 5 ) ] away from the frame and field assembly (19) slightly to reach across with a screwdriver and remove the screws (29).

2. Frame and field assembly (19).

3.

Grounded brush screws (39).

4.

Brushes (4 and 5 ) . if replacement is required.

a.

Grasp the brush end of each brush spring (7) with needle nose pliers, twist the spring end away from the brush (4 o r 5 ) and withdraw the brush.

5.

Brush springs (7). if replacement is required.

a.

Grasp the brush end of each brush spring ( 7 ) with needle nose pliers, twist the spring end away from the brush socket on the brush holder assembly ( 3 ) and remove the spring.

NOTE:

At this stage of disassenrbly, all electrical components can be inspected, and ifrequired, independently tested as specified in CLEANING, INSPECTION

AND

REPAIR.

Disassembly of Gear Reduction and Drive Group

(Figure 6)


1. Housing bolts ( 3 6 and 37).

2. Armature support bracket (16).

ImporIanI:

a.

The washers ( 3 0 through 32) may stick to the m a - ture support bracket or to the drive shaft and clutch group ( C ) as the armature suppon bracket is removed. In either case, note the position and number of each of these washers.

3.

Washers (30 through 32).

a.

Save the washers; they are to be installed in the same position and number at assembly.

4. Drive housing plug (27) and plate (26).

a.

driver.

5. Shift lever nut (23). washer (22) and screw (21).

6.

Remove the shift lever (11) and the drive shaft and clutch group ( C ) from the drive housing (18) together, then separate them. a. Do not remove the bushing plug (34) or the bushing

(6)

from the drive housing (18) unless replacement is required (refer to

C

LE ANI

N

G , INSPECTION AND

REPAIR).

39

3. BRUSH HOLDER

ASSEMBLY

4.

5.

BRUSH (GROUNDED)

BRUSH (INSULATED)

7. BRUSH SPRING

19. FRAME

& FIELD

ASSEMBLY

29' INS

U

LATED BRUSH

SCREW

39. GROUNDED BRUSH

SCREW

FIGURE

5.

FRAME, FIELD AND BRUSH HOLDER GROUP

6. D.E. HOUSING BUSHING

1 1 SHIFT LEVER

16. ARMATURE SUPPORT

BRACKET

32. WASHER (THICK)

21. SHIFT LEVER SCREW

22. SHIFT LEVER WASHER

34. BUSHING PLUG (IF

USED)

36. DRIVE HOUSING BOLT

23. SHIFT LEVER NUT

26. PLATE (IF USED) (LONG)

27. DRIVE HOUSING PLUG 37. DRIVE HOUSING BOLT

30. WASHER (FIBER)

(SHORTER ON SOME MODELS)

31. WASHER (THIN; ONE OR C. DRIVE SHAFT

8

CLUTC H

TWO MAY BE USED) GROUP

FIGURE 6. GEAR REDUCTION AND DRIVE GROUP

mWES7ERBEKE

I

Engines

&

Generators

75

I

STARTER MOTOR

Disassembly of Drive

Shaft and Clutch Group

(Figures 7 and 8)

Disassembly of the drive shaft and clutch group is not required unless it is necessary to clean, inspect or replace one or more parts of the group separately. Then proceed as follows:


1. Stop rings (35) and pinion stop (12). a.

Position the drive shaft and clutch group on the work bench with the internal gear end down. b. Using an open tube slightly larger than the shaft (see

Figure

8), drive the pinion stop (12) toward the clutch drive assembly (2) until it clears the stop rings

(35).

c. Using care not to scratch the drive shaft (15), pry the stop rings out of the shaft groove and slide them off the end of the shaft. d.

Inspect the edges of the shaft groove for burrs that may have been formed through repeated cranking cycles. Such burrs may make removal of the pinion stop and clutch drive assembly (2) difficult. If burrs are found, use a suitable file to carefully remove the burrs only -not the base metal. Thoroughly clean away metal filings. e. Slide the pinion stop (12) off the drive shaft (15).

Discard the old pinion stop (12) and stop rings (35).

New parts must be used at assembly.

2. Clutch drive assembly (2) from drive shaft (15).

3. Drive shaft support (17) from drive shaft (15). a. Do not remove the bearing (10) from the drive shaft

(15) unless replacement is required. (refer to CLEAN-

ING, INSPECTION AND REPAIR).

1 0

2. CLUTCH DRIVE

ASSEMBLY 15. DRIVE SHAFT

10. CENTER SUPPORT 17. DRIVE SHAFT

BEARING

12. PINION STOP

SUPPORT

35. STOP RINGS (2 PCS)

FIGURE

7.

DRIVE

SHAFT

AND

CLUTCH GROUP

%

PINION STOP (12)

DRIVE SHAFT (15)

FIGURE

8.

REMOVING PINION STOP

1 i i

WESTERBEE

I

Engines

8

Generators

!

STARTER MOTOR

CLEANING, INSPECTION. TESTING

AND

REPAIR

Cleaning

NOTE:

Do not clean or immerse starter parts in grease dis- solving solvents. Solvents will dissolve grease packed in the drive assembly and may damage fhe a m t u r e orfield coil insulation.

Clean:

1. All starter parts with a soft cloth prior to testing

Inspection

(Figure 3)

Inspection in the following steps refers to visual inspection of the starter parts and assemblies to determine their serviceability. Electrical tests for certain assemblies are described in

COMPONENT ELECTRICAL TESTING.

Inspect:

1. A11 parts for cracks, distortion other structural damage.

Replace parts or assemblies which are cracked, bent or otherwise damaged.

2. Threaded parts for shipped, crossed or otherwise damaged threads. Replace

parts

with thread damage that cannot be cleaned up Ging a suitable tap or die.

Replace any hardware items that have damaged threads.

3. The solenoid assembly (1) for a cut or tom boot. boot is damaged, replace the solenoid assembly.

If

the

4. The clutch drive assembly (2) for the following.

Replace the clutch drive assembly if damaged: a. Pinion gear tums roughly or turns in both directions. b. Pinion gear teeth broken or showing evidence of step wear. c. Deep scoring or other damage to the shift lever collar.

5.

The blush holder assembly (3) for the following.

Replace the blush holder if damaged: a. Loose riveted joints. b. Cracked or broken insulation.

6. Blushes (4 and 5) for excessive wear. a. The minimum allowable blush length is 12 mm

(0.472 in.). Replace excessively wom brushes in sets.

7.

The D.E. housing bushing (6) for scoring or other damage. Replace a damaged bushing (refer to REPAIR

PROCEDURES).

8. Ball bearings

(8,9

and 10) as follows: a. Hold the m a t u r e (13) or drive shaft (15) and slowly rotate the outer bearing race by hand. b.

Check that the bearing tums freely without binding or the feel of flat spots.

c.

Replace damaged bearings (refer to REPAIR

PROCEDURES).

9. Armature assembly (13) for the following:

a.

Gear teeth that are broken, or that show evidence of b. step wear or root interference.

- a No. 400 grit polishing cloth if necessary. Thoroughly clean metal dust from between the commutator bars. If the commutator surface cannot be repaired in this manner, replace the armature assembly. Do not turn the commutator in a lathe. c. Worn commutator. Replace the armaNre assembly if the commutator OD is less than 35 mm (1.378 in.) or if the undercut depth at any point is less than 0.2 mm

(0.008 in.). Do not undercut the insulation.

10. Drive shaft (15) for the following. Replace the drive shaft if damaged: bushing (6). b. Internal gear with teeth broken or showing evidence of step wear.

c.

Damaged spline. The clutch drive assembly must slide smoothly and easily over the full length of the spline.


I

Englnes & Generators

STARTER MOTOR

Component Electrical


Testing

Perform the following electrical tests on the solenoid assembly (I), armature assembly (13) and frame and field assembly (19) to determine their serviceability.

1. Using a suitable ohmmeter, check the windings of the solenoid assembly (I) for continuity as follows: a. Check the resistance of the solenoid pull-in and hold-in windings in series by measuring the resistance between the motor terminal (see Figure 9) and the solenoid case. The resistance should be approximately 0.95 ohms for 12-volt starters and approximately 1.75 ohms for 24-volt starters. b. An extremely high resistance reading indicates a break or fault in the winding continuity. A very low resistance reading indicates a short or ground in the winding circuit. Either condition is cause for replacement of the solenoid assembly.

2. Check the armature (13)

as

follows for shorts, opens or grounds using suitable test equipment and instruments

(test lamp must be 110 volts or less). a. Rotate the armature in a growler holding a steel ship such as a hacksaw blade against the armature.

If

a short circuit is present, the steel ship will vibrate in that area. b.

Check the armature for grounds using a test lamp or ohmmeter. There shall be no continuity between the annature shaft and any point on the commutator.

c.

Check for opens by visually inspecting the points where the armature conductors join the commutator.

A poor connection often will be indicated by signs of arcing or burning of the commutator.

d. Replace armatures which

ate

shorted, grounded or show evidence of opens.

3.

Check frame and field assembly (19) for grounds or opens using a test lamp (110 volts max.) or ohmmeter, as follows: a. Check that there is continuity (no opens) between the field terminal that connects to the solenoid, and the connection points for the insulated brushes on the field coil straps. b.

Check that there is no continuity (no grounds) between the frame and the field terminal that connects to the solenoid.

c.

Replace frame and field assemblies that have grounds or opens.

SWITCH

TERMINAL

BATTERY

TERMINAL

I f a

MO?OR

TERMINAL

FIGURE 9. SOLENOID TERMINALS

FIELD ASSEMBLY

FIGURE 10. FRAME AND FIELD ASSEMBLY

WESTERBEKE

I

Engines

&

Generators

STARTER MOTOR

Repair

Procedures

(Figures

3

and 11)

1. If necessary, replace the bearings (8 and 9, Figure 3) on the armature (13) as follows:

NOTE:

Ball bearings which are removed from the armature must be replaced with new bearings. The removal pmcedure causes internal damage to the bearings.


a.

C.E.

andor

D.E.

bearings (8 and/or 9) from the shaft of the armature (13) using a suitable bearing puller.

Install or Connect:

b.

New

C.E.

and/or

D.E.

bearings (8 andor 9) to the armature assembly (13) using a tube that bears on the bearing's inner race only. Press on the bearing until the inner race bottoms out against the shoulder on the armature shaft

2. If necessary, replace the center support bearing (10,

Figure 3) on the drive shaft (15) as follows:

NOTE:

Ball bearings which are removedfrom the drive shaft must be replaced with new bearings. The bearings.

TOPVIEW FLAT


a. The center support beking (10) from the drive shaft

(15) using a locally fabricated tool as shown in

Figure 11.


b.

The center support bearing (10) from the drive shaft

(15) using a locally fabricated tool (Figure 11). With the drive shaft in a suitable support fixture, place the tool bolt ends through the access holes in the wide end of the drive shaft and squarely press the bearing off of the surface on the center shaft.

3. If necessary, replace the bushing (6, Figure 3) in the drive housing (18) as follows: a. From inside the drive housing (IS), drive out the plug (34) if present. Use a file to clean away rem- nants of the old stake to allow installation of a new plug. Clean away any metal shavings.

b.

Using a suitable open tube, press out the bushing (6).

c.

Using a suitable open tube, press the new bushing

(6) into the drive housing (18) until the end of the bushing is flush with the inside of the housing.

d. Install a new plug (34), if used, to the drive housing.

Stake housing material over the plug at three places, equally spaced.

SIDE VIEW

PRESS

WIDE END OF

MATERIALS NEEDED-

-

PIECE OF FLAT METAL STOCK ABOUT 5MM (OR 3116 IN.)

THICK. AND 55 MM (OR 2 114 IN.) SQUARE OR ROUND.

-

THREE 6 MM OR 3/16 IN. BOLTS OF EQUAL LENGTH,

LONG ENOUGH TO EXTEND AT LEAST 35 MM ( I 318 IN.)

BELOW THE FLAT STOCK WHEN INSTALLED THROUGH

IT. TO USE NUTS INSTEAD OF TAPPED HOLES. USE

LONGER BOLTS TO COMPENSATE FOR NUT THICKNESS.

1. LOCATE THREE HOLES EQUALLY AROUND A 32 MM

(1.26 IN.) CIRCLE ON FLAT STOCK. DRILL AND TAP

HOLES AS NEEDED TO MATCH BOLT THREADS.

2. INSTALL BOLTS IN FLAT STOCK AND TIGHTEN. ENDS

OF INSTALLED BOLTS SHOULD PASS THROUGH

ACCESS HOLES IN END OF DRIVE SHAFT WITHOUT BINDING.

FIGURE 11. TOOL FOR REMOVING CENTER SUPPORT BEARING

WESTERBEKE

I

Engines

&

Generators

ASSEMBLY

Lubrication During

Assembly

1.

The armature bearings (8 and 9, Figure 3) and drive shaft support bearing (10) are permanently lubricated. Do not add lubricant to these bearings. Lubricate the following just before or during assembly (avoid excessive grease): a.

D.E. housing bushing (6) (in drive housing). h. The pivot hole and working surface on the ends of the shift lever (11). c. The internal gear, shaft and spline on the drive shaft

(15).

Drive Shaft and Clutch Group


1. If disassembled, position the drive shaft on the work surface with the internal gear end down and assemble the drive shaft and clutch group

as

follows:

Important:

a. If the center support bearing (10) is being replaced, install it on the drive shaft (15) as specified in REPAIR

PROCEDURES,

step 2, before proceeding with assemblv.

Instdl or Connect:

1. The drive shaft support (17)

to the drive shaft (15), seating the bearing (10) in the support.

2. The clutch drive assembly (2) to the drive shaft (15).

3.

A

new pinion stop (12) onto the drive shaft (15). the end with the recess for the stop rings (35) up. a. Install the stop rings (35) in the groove in the drive shaft (15). b. Pick up and support the assembly under the pinion stop (12).

A

metal block, with a U-shaped cutout that will slide over the shaft between the pinion gear and the stop, can be clamped in a vise to provide support

(see

Figure 12).

c.

Make sure the stop rings (35) (in the drive shaft groove) are fully seated in the pinion stop recess and stake the upper edge of the pinion stop (12) over the stop ring (35) at four places, equally spaced. Do not allow staked metal to contact the drive shaft (15).

Assembly of Gear Reduction and Drive Group

(Figure 6)

Imporid:

If the

D.E.

install them in the drive housing (18) as specified in

REPAIR PROCEDURES,

step 3, before proceeding with assembly.

1. Lubricate the D.E. housing bushing, shift lever, and drive shaft as described under LUBRICATlON DURZNC

ASSEMBLY.


2.

The arms on the shift lever (11) with the shift collar on the drive shaft and clutch group (C).

3.

The assembled shift lever (11) and the drive shaft and clutch group ( C ) into the drive housing (18), aligning the

7) with those in the drive housing. a. Make sure that the drive shaft support is fully seated in the drive housing and that the drive shaft bearing

(10, Figure 7) remains fully seated in the drive shaft support.

4.

Shift lever screw (21), washer (22) and nut (23).

Tighten:

a. Nut to 4.5 Nm (40 lb-in.).

5. The plate (26), if used, and the drive housing plug (27) to the drive housing (18).

6.

Washers (30 through 32) in the same number and positions

as

noted at disassembly.

7. The armature support bracket (16) to the drive housing

(18). aligning the mark made prior to disassembly with that on the drive housing.

8.

Drive housing bolts (36 and 37).

METAL

BLOCK

APPROX.

38 M M

(1 112 IN.)

FIGURE 12. PINION STOP SUPPORT BLOCK

STARTER MOTOR

Assembly of

Frame, Field and

(Figures 5,13 and 14)

Brush

Holder

Group

BRUSH HOLDER

ASSEMBLY

SOCKET

FIGURE

13.

BRUSH SPRING ON POST


1. Brush springs

(7).

a. Start each brush spring onto the post on the brush holder assembly (3) as shown in Figure 13, just enough to hold the inside end of the spring from turning. b. Grasp the free end of the spring with needle nose pliers and twist clockwise over the top of the brush socket.

c.

Push the spring fully onto the post and release the free end to engage the notch in the brush socket.

NOTE:

The brush l e a d may be damaged by excessive handling. Do not over-flex the leads near the clip welds or the clips may break

08

2.

Brushes

(4

and

5).

if removed.

a.

See Figure 14 for the proper installed position of all brushes. Make sure the insulated brushes (5) go into the brush sockets of the brush holder assembly (3) that are mounted on the insulation. b. To install each brush, grasp the free end of the brush spring with needle nose pliers, twist clockwise to clear the brush socket and insert the brush partly into the brush socket. c. Gradually release the spring so that its end contacts the side (not end) of the brush (see Figure 13). This will hold the brushes retracted until after the brush holder is installed over the armature commutator.

3. Grounded brush screws (39). a. Position the terminals of the grounded brush leads behind the terminal tabs on the brush holder (3) (see

Figure

13). b. Insert the brush screws (39) through the terminal tabs on the brush holder and thread them into the brush lead terminals.

Tighten:

c.

Grounded brush screws to 1.5 Nm (13 lb-in.).

INSULATED BRUSH

FIGURE

14.

SPRINGS AND BRUSHES ON BRUSH HOLDER

WWESTERBEKE

I

Engines

&

Generators

81

ASSEMBLY

4. The frame and field assembly (19) to the brush holder assembly. a. Position the brush holder assembly (3) (with installed brushes) over the terminal end of the frame and field assembly (19). b. Attach the terminals of the insulated brush leads to the conductors in the frame and field assembly with the insulated brush screws (29).

c.

The insulated brush screws to 1.5

Nm

(1

3 ib-in.).

Starter

Assembly

(Figures

4 and 15)

Support the gear reduction and drive group (B) with the pinion gear end down and proceed as follows:

Important:

If the armature bearings (8 and 9)

are

being replaced, install them on the armature (13) as specified in REPAlR PROCE-

DURES, step 1 before proceeding with assembly.


1. Solenoid assembly (1). a.

Pivot the plunger of the solenoid assembly into engagement with the shift lever in the gear reduction and drive group (B). b.

Position the solenoid assembly mounting flange and install the solenoid mounting screws (25).

Tighten:

c.

Solenoid screws to 2.8 Nm (25 lb-in.).

2. Frame seal (33).

3.

The armature assembly (13) with bearings (8 and 9) into the gear reduction and drive group (B). a. Make sure the gear teeth are aligned, then seat the bearing (8) on the armature shaft fully into the housing recess.

4. Frame, field and brush holder group (A).

a.

Place the dowel pin (28) in the hole in the armature support bracket of the gear reduction and drive group

(B).

b. Position the frame, field and brush holder group over the armature assembly (13). align the hole for the dowel pin (28) and the marks made prior to disassembly, and seat in the gear reduction and drive group (B).

c

fiist the brush springs (7, Figure 5) away from the brushes (4 and 5, Figure S), slide the brushes in to contact the commutator on the armature (13). and release the brush springs to contact the ends of the brushes.

5.

O-ring (20).

Important:

a. The O-ring can easily he damaged during installation of the C.E. frame (14). To prevent such damage, install the O-ring as described in the following steps. b. Install the O-ring on the frame, field and brush holder group (A) so that it is against the shoulder on the field frame that will abut the C.E. frame when installed. This is the normal installed position for the O-ring.

c.

Carefully roll the O-ring out of its normal installed position up onto the major O.D. of the field frame.

Allow the O-ring to remain in this position until the

C.E. frame is partially installed.

6.

C.E. frame (14) a. Align the marks on the C.E. frame and frame and field assembly (19, Figure 5) m a d e prior to disassembly. b. Start the C.E. frame onto the frame and field assembly, leaving a gap just slightly larger than the thickness of the O-ring (20).

7.

Brush plate screw (42). a. Use a scribe or similar tool to align the tapped holes in the brush holder assembly (3, Figure 5) with the screw holes in the C.E. frame (14).

Tighten:

b.

Brush plate screws to 2.8 Nm

(25 lb-in.). a. Install the thru bolts and tighten them by hand but do not close the gap between the C.E. frame and the frame and field assembly where the O-ring (20) goes. b.

Roll the O-ring (20) back down into its installed position between the C.E.

frame

and the kame and field assembly. c. Align the timing ribs on the edge of the C.E. frame

(14) with the timing spots on t h e frame and field assembly (A) to assure proper brush alignment.

Refer to Figure 15.

Marks

are located in 2 places on the motor but will only match o n e way.

Tighten: d .

Thru bolts (41) to 8.5 Nm (75 ib-in.).

9.

The motor lead on the h e

Figure 5). a. Remove the nut from the terminal on the solenoid, install the motor lead terminal a n d reinstall the nut.

Tighten:

b. The nut on the terminal of the solenoid assembly to

11 Nm (100 lb-in.).

*

1

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I

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m W E S 7 € R B E K E

I

Englnes

&

Generators

STARTER INSTALLATION

Testing After

Repair or Overhaul

After repair or overhaul, the starter can be tested as specified in the Starter No-Load Test found in the

TROU-

BLESHOOTING section.

After repair, overhaul, testing or replacement of the starter, reinstall it using the following torques when making the elec- hical connections to the starter.

ACAUTION:

is disconnected at the battery when making the electrical connections to Ule starter. Otherwise, injury may result. If a tool is shortedat the solenoid battery terminal, the tool will heat enough to cause a skin burn.

C.E. FRAME

Tighten:

a

Solenoid battery (B) terminal nut to

18 Nm

(13 lb-ft.). b. Solenoid switch (S) terminal nut to 1.8 Nm

(16 1b-in.).

STARTER SPECIFICATIONS

All 12 Volt models have these No-Load Test Specifications:

AMPS

VOLTS

10

Minimum

125

ASSEMBLY

FIGURE 15. ALIGNING TIMING MARKS

Maximum

190

~

-

All 24 Volt models have these No-Load Test Specifications:

AMPS

VOLTS

20

Minimum

75

Starter Solenoid current consum~tion:

RATED VOLTAGE

Maximum

90

AMPS

PULL IN WINDING

1

VOLTS

1

OHMS

Minimum

3000

Minimum

3600

RPM

RPM

Maximum

5600

Maximum

5400

HOLD IN WINDING

I

AMPS

1

VOLTS

I

OHMS

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Engines

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Hard Starting

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

90

Starter Inoperative

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

Starter Operates but engine does not turn over

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

91

Engine turns over but does not start though fuel is being delivered to the injection pump

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

92

Engine turns over but does not start

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

93

. .

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

94

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

96

Excessive Fuel Consumption

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

99

Excessive Oil Consumption

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

101

Overheating

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

102

White Exhaust Smoke

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

103

Dark Exhaust Smoke

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

104

Oil Pressure Does Not Rise

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

105

Abnormal Engine Noise

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

106

NOTE:

Use this sectiot~

.

#I

Check Poblt

.

#2 Trouble Cause. #3 Ren~edy

.

Checkpoint


HARD STARTING

1)

STARTER INOPERATIVE

Trouble Cause

Tlansmlrslon

neutral swltch

(lf

so equipped)

NG

Defect~ve switch

Remedy

Battery

NG

Poor connectrons due to rustlng

NG tery cable term~nals

NG

Battery doscharged or weak Recharge or replace the battery

NG

Drove belt loose o r broken

Adjust or replace t h e drive belt

OK

Starter swltch

OK

Starter motor

OK

Starter motor

NG starter relay

- rnagnetlc swltch or starter relay

NG swltch

-

Defective starter motor

- the starter relay

or

NG

Repaar or replace the starter motor

L

I

I

I


HARD STARTING

2) STARTER MOTOR OPERATES BUT ENGINE

DOES

NOT TURN OVER

Checkpoint Trouble Cause Remedy

Banery

-

Poor connectoons due to rusttng

NG tery cable terminals

NG

Battery dascharged or weak

NG

Recharge or replace the banery

NG

Drove

belt

loose

or broken

OK

Staner motor

NG

OK

Engine

Adjust

or

replare the drwe belt

NG

Defectave magnetx swltch

-

Match

NG

Brush wear

Weak brush sprang

N G

Replace the brush andlor the brush spring

Ptston. crank bearlng seizure. or other damage

- pans

-

I


I

Engines

&

Generators


HARD STARTING

3)

ENGINE TURNS OVER BUT DOES NOT START

FUEL IS BEING DELIVERED TO

THE

INJECTION PUMP

Checkpoint

Continued from the previous page

OK

Trouble Cause Remedy

Injection nozzle

NG pressure too low

Improper spray condition

- nozzle

OK

Injection pump

-%-

Defective fuel injection nozzle resulting in fuel drippage after fuel injection

NG

Replace the delivery valve

NG Defective injection pump control rack operation

- pump control rack

OK

I..-- lnjection pump

WE

pump)

NG injection pump plunger worn or stuck plunger assembly or other damage

NG lnjection pump governor spring seizure

NG Replace the injection pump governor spring i i


HARD STARTING

4)

ENGINE TURNS OVER BUT DOES NOT START


Engine stop mechanism

Defective engine stop mechanism.

-

Replace the engine stop

-

Fuel

NG

Defective fuel cut solenoid valve

IVE pump)

- valve

FUEL IS NOT BEING DELIVERED TO THE INJECTION PUMP

Fuel tank is empty Fill the fuel tank

OK

'

Fuel piping

OK

Fuel filter

-

Loose fuel line connections

Repair or replace the fuel l i n e s

Retighten the fuel line connections

NG

- not close

-

NG

- overflow valve

Clogged fuel filter element

.

- the fuel filter cartridge filter

OK

Fuel system

NG

Air in the fuel system Bleed the air from the fuel system

Continued on the next page

Checkpoint


UNSTABLE LOW IDLING (PROPULSION)

Trouble Cause

Low idling improperly adjusted

Remedy

Adjust the low idling Low idling

OK

.

Thronle control system

NG improperly adjusted

OK

Fuel system Fuel system leakage or blockage

NG Adjust the throttle control system

Repair or replace the fuel system

NG

Air in the fuel system

*

Bleed the air from the fuel system

OK

Fuel filter


NG

Water particles in the fuel system Change the fuel

- the fuel filter cartridge

I

n

1

I

I

WESTERBEICE

/

Engines

&

Generators


UNSTABLE LOW IDLING (PROPULSION)

Checkpoint

Continued from the prevlous page

OK

lntectlon pump

Trouble Cause

-!!?-

Defectwe governor lever operation

- lever

2

Remedy

NG

Regulator valve improperly adjusted

WE

pump only)

NG valve

NG

Broken plunger sprlng

-!!?-

Replace the plunger sprlng

NG

Worn plunger

NG

Worn camshaft (In-lme pump only)

Replace the camshaft

1 dd

NG Worn roller tappet (In lone pump only1

NG

Worn cam dtsc IVE pump only)

-

Replace the cam d~sc

I

Valve clearance

NG adjusted

NG

Adlust the valve clearance

~ W E S T E R B E K E

I

Engines

&

Generators

95

Checkpoint

Air cleaner

OK

Fuel

OK

Fuel filter

OK

Fuel feed pump

.

-

.

OK

-

~

Injection nonle


INSUFFICIENT POWER

Trouble Cause

NG

Clogged air cleaner element element

Remedy

NG

Water particles in the fuel

-

Clogged inlet filter screen

-

Clean filter screen

NG

Defective fuel feed pump

NG pump

NG

Replace the fuel

Replace the injection nozzle

NG

Injection nozzle injection starting pressure too low


NG Adjust or replace the injection nozzle

OK

Fuel injection pipes


NG obstructed

- the fuel pipes

Checkpoint


OK



Trouble Cause

Injection pump

NG

Defective delivery valve

Remedy

NG


I

NG

Defective timer

-!?%

Repair or replace the timer

Improper control lever operation

W

Adjust or replace the control lever

I

NG

Defective injection timing

W

Adjust the injection timing

Repair or replace the injection pump timer

NG

Weak governor spring

NG

Replace the governor spring

NG

Worn plunger

NG

Replace the plunger assembly


NG

Worn camshafl iln-line pump only)

-

Replace the camshafl

F W E S T E R B E K E

I


Checkpoint


OK



Trouble Cause

Worn roller tappet

Injection pump

Remedy

Replace the roller tappet

OK

Turbocharger

-%

Exhaust gas leakage from the exhaun system

Air leakage from the intake system

NG

parts

NG

Defective turbocharger assembly

-!%

Replace the turbocharger assembly

OK

Compression pressure

OK

Valve clearance

OK

Valve spring

OK

Exhaust system

Blown out cylinder head gasket

Improper seating between the valve and the valve seat

NG

adjusted

*

Replace the rdlated parts

Adjust the valve clearance

Valve spring weak or broken

-%

Replace the valve spring

-

Exhaust pipe clogged

-

Clean the exhaust pipe

OK

Full load adjusting screw seal

NG

Open and improperly set adjusting screw seal

- screw

t,

i i

WESTEREEKE

I

Engines

&

Generators

98

Checkpoint

EXCESSIVE FUEL CONSUMPTION


1

L

!

1

I

Fuel system

OK

I

Air cleaner

OK

I

L

OW idling speed

Fuel leakage

-%--

Clogged air cleaner element

NG

Repair or replace the fuel system related parts element

.

Poorly adjusted low idle speed

-??

.

Adjust the low idle speed

OK

Injection nozzle

OK

I

Fuel injection timing

I

Injection nonle injection starting pressure too low


NG n o n l e

- adjusted the fuel injection timing

Injection pump

OK

I

-%

Defective delivery valve resulting fuel drippage after fuel injection

-!!.!?


Turbocharger

I

Continued on the nen page

- intake side

Repair the turbocharger intake side

WESTERBEE

1



EXCESSIVE FUEL CONSUMPTION

Checkpoint Trouble Cause


OK

*

Defective turbocharger assembly Turbocharger

Remedy

Replace the turbocharger assembly

OK

Valve clearance

- adjusted

-!%

Adjust the valve clearance

OK



Worn cylinder liner

Piston ring sticking or broken

Improper seating beween the valve and the valve seat

-!%

Replace the related parts

OK

Valve spring

-!%

Valve spring weak or broken

-!%

Replace the valve spring

%

Checkpoint


EXCESSIVE OIL CONSUMPTION


I

I

Engine ail

OK

Oil seal and gasket

OK

Air breather

NG

Too much engine oil

NG

Correct the engine oil volume

-

NG gasket

NG andlor the gasket

-

Clogged air breather

-

-

Clean the air breather

OK

Inlet and exhaust valves

Valve seals

OK

Piston rings

OK

Cylinder liners

Defective valve seals

5

guides

NG valves, and the valve guides

NG

- worn

&?-

Replace the cylinder liners

I


Checkpoint

Cooling water


OVERHEATING


-

Insufficient antifreeze

Insufficient raw water

NG

Replenish the antifreeze

Correct raw water flow

OK

Drive belt

NG causing slippage

Replace the drive belt

OK

Raw water pump

Impeller or bearings

.

OK

Water pump

OK

Cylinder head and cylinder body sealing cap

OK

Thermostat

NG water leakage

Defective thermostat

-

OK

Cooling system

OK

I


NG foreign material

NG

Replace the thermostat

- the cooling system

NG Fuel injection timing improperly adjusted

NG

Adjust the fuel injection timing

!

I

I

I

~

~

Checkpoint


WHITE EXHAUST SMOKE


Fuel

,

OK


Replace the fuel


OK


OK

Turbocharger


Worn cylinder liner

Pinon ring sticking or broken

Improper seating between the valve and the valve seat

-

Defective turbocharger

-!??-

Replace the turbocharger

OK

I

Inlet and exhaust valves

Valve seals

OK

Piston rings

OK

Cylinder liners

-!??-

Defective valve seals

Worn valves stems and valve guides

NG valves, and the valve guides

- or improperiy installed

NG properly install

- worn

Replace the cylinder liners

WESTERBEKE

/



DARK EXHAUST SMOKE

Trouble Cause Checkpoint Remedy

Air cleaner

OK

Injection nozzle

OK


NG

Clogged air cleaner element

- element

Injection nozzle injection starting

-


- nozzle

-

OK

Injection pump

NG Fuel injection timing improperly adjusted

NG


-

Defective delivery valve resulting in fuel drippage after

-%- fuel injection


NG

Excessive injection volume

-%-

Adjust the injection volume

!

Checkpoint


OIL PRESSURE DOES NOT RISE


Engine oil

-

Too much engine oil

NG Replace the engine oil

Correct the engine oil volume

OK

Oil pressure gauge or rendor

Oil pressure indicator light

-

NG

OK

Oil filter

Defective ail pressure gauge or rendor

Clogged oil filter element

1

-

or

replace the oil the oil filter canridge

OK

Relief valve and by-pass valve

- by-pass valve spring

.

.

OK

~-

~

Oil pump

-%-

Clogged oil pump strainer

.

NG

Replace the relief valve andlor

7 the by-pass valve spring

NG

Clean the oil pump strainer

NG

Worn oil pump related pans parts

OK

Rocker arm shah

OK

I

Camshafl

NG

Worn rocker arm bushing

Replace the rocker arm bushing

NG Worn camshaft and camshaft bearing

NG

Replace the camshafl and the camshaft bearings

-

I

OK r

Crankshaft and bearings

NG

Worn crankshah and bearings

l%3

I

Engines &

Generators

105

the bearings


ABNORMAL ENGINE NOISE

1.

Engine Knocking


Check to see that the engine has been thotoughly warmed up before beginning the troubleshooting procedure.

Fuel

OK

I


OK

I

I

Injection noule

OK

I


NG Fuel unsuitable

NG adjusted

NG pressure and spray condition

- nozzle

Replace the fuel

- the fuel ;niection timing

- plston rtng

NG

Broken ptston ring

2.

Exhaust

Leakage

Noise

-

Exhaust System

OK

I

I

Injection nozzles andlor glow plugs


NG

NG

Loosely connected exhaust or broken exhaust hose

Loose injection nozzles andlor glow plugs

Tighten the exhaust hose connect~ons

Replace the exhaust hose

NG

- andlor the glow plugs

WESTERBEKE

I



Checkpoint

Continued from the previous

@age

OK


2. Exhaust Leakage Noise

Trouble Cause

Exhaust mantfold

NG fold andlor glow plugs

Remedy

- connect~ons

OK

Cylinder head gasket

&.-

Damaged cyltnder head gasket

NG

3. Continuous Noise

Drwe

belt

OK

Raw water pump

OK

Water pump bearing

&.-

Readjust the drove belt tenrlon

Loosen drive belt

-

Impeller or bear~ngr

-

NG Worn

Or bearlng damaged water pump

-!%

Replace the water pump bearlng

OK

Alternator

Defective alternator

5 or replace the alternator.

OK

Valve clearance

NG Valve clearance ~mproperly adjusted



4.

Slapping Noise

Trouble Cause Checkpoint Remedy

1

I

Valve clearance

OK

Rocker arm

OK

Flywheel adjusted

-

Damaged rocker arm

-

Loose flywheel bolts

Retighten the flywheel bolts

OK

Crankshaft and thrust bearings

.

.

- andlor thrust bearings

OK

- the thrust bearings

Crankshafl and connecting rod bearings

- andlor connecting rod bearings

NG the connecting rod bearings

OK

Connecting rod bushing and piston pin

NG

Worn or damaged connecting rod bushing and piston pin

NG Replace the connecting rod bushing andlor the Piston Pin

OK

Piston and cylinder liner

Worn or damaged piston and

5

Foreign material in the cylinder der liner

1

!

I

TIMING GEAR CASE

/

TORQUE

DATA

Ks-m (Ib-ll)

FUEL SYSTEM

4.20.8

0.6iO.Z

U.3f

1.51

1.750.1

2.6+0.5

CYLINDER HEAD

INTAKEIEXHAUST

MANIFOLDS

WESTERBEKE

I


109

CYLINDER HEAD

TORQUE DATA

Kg-m (Ib-n)

FUEL FILTER

5.3e1.0

138.3i7.21

I31

60*5

(433.8t36.21

FLYWHEEL

22.3i2.2

4

Cyl.

5.3k1.0

(38.3f7.21

CYLINDER BODY

(6

CYL. SHOWN)

115.2t3.61

2.lf0.5

115.2t3.61

/FX?WESTERBEKE

I

Engines

&

Generators

11 0

TURBOCHARGER

I

I

TORQUE DATA

138.3f7.21


I

Engines

&

Generators

1116.7f10.51

Lubricate with sngins oil

139.8i7.21

THE BE GENERATOR

SINGLE AND THREE PHASE

DESCRIPTION

This generator is a four-pole, brushless, self-excited generator which requires only the driving force of the engine to produce

AC output. The copper and laminated iron in the exciter stator are responsible for the self-exciting feature of this generator.

The magnetic field produced causes an AC voltage to be induced into the related excitor rotor windings during rotation.

Diodes located in the exciter rotor rectify this voltage to DC and supply it to the windings of the rotating field: This creates an electromagnetic field which rotates through the windings of the main stator, inducing an AC voltage which is supplied to a load. An AC voltage is produced in the auxiliary windings of the main stator and is, in tum, supplied to a voltage regulator. The regulator produces a DC voltage to further excite the exciter stator windings, enabling the generator to produce a rated AC output. The voltage regulator senses AC voltage output and adjusts DC excitation to the exciter stator winding according to amperage load the generator is furnishing To maintain a constant voltage output.

PARAUEL OPERATION

Two or more of these generators may be run in parallel by simply adding

a

parallel device. The parallel device is added to the electrical terminal box to ensure equal output of generator voltage. Contact your

WESTEBBEKE

dealer or the

WESTERBEKE

factory for information on parallel operation.

A

EM ERGEN C Y

STOP

GENERATOR BACK-END

Prior to performing any maintenance, make certain that the generator is shut down, switches are off and the unit is at room temperature.

use liquids or water. Do not use compressed ai- interior components as this

. on any result in short circuits.

CIRCUIT BREAKER

PARALLELING DEVICE

NOTSHOWN

i

A C TERMINAL'<

* ir

~ W E S T E R B E K E

I

Englnes

&

Generators

112

~

I i

.i

VOLTAGE REGULATOR ADJUSTMENTS

Description

The voltage regulator is an advanced design which ensures optimum AC alternator performance. It is equipped with complete protection circuiuy to guard.against operating conditions that could be detrimental to the AC alternator.

red

2

green

-

r

Herh d

A ~ P

-

Slab

z

YOU

This potentiometer is used to adjust output voltage. At proper engine operating speed the output voltage should b e held at

? I % from a no-load condition to a full rated generator output and from power factor 1.0

-

0.8 with engine drive speed variations up to

-6%.

Prior to starting the engine, turn the VOLT and STAB trimmers (using

a

mini phillips screwdriver) fully in a counter clockwise (Minimum) direction until you feel them hit their stops.

Turn the

AMP and

HERTZ

uimmers completely clockwise

(Maximum) in the same manner.

With the alternator mnning'at no-load, at normal speed, and with VOLT adjust at minimum, it is possible that output voltage will oscillate. Slowly rotate the VOLTadjust clockwise. The voltage output of the alternator will increase and stabilize. Increase the voltage to the desired value. In this situation, only the green

LED will

stay l i t

Stability

This potentiometer permits variation of the regulator's response to generator load changes so as to limit overcompensation and obtain a minimum recovery time to the normal voltage output.

In order to adjust the regulator stability the alternator must be mnning at no-load and the output must be monitored.

Turn the STAB adjust slowly clockwise until the voltage starts to fluctuate. At this point rotate the STAB adjust counterclockwise until the voltage is stable within 1 or 2 tenths of a volt.

VOLTAGE REGULATOR DIAGRAM

Amp-Hertz

These two adjustments arc used in conjunz:ion ai:h

the

two protection circuits in the voltage regulator that are indicated by the illumination of a colored

LED

lights.

1. Delayed overload protection (yellow

LED).

2. Low speed protection (red

LED).

Both systems have an intervention threshold which can be adjusted using the respective potentiometer. Each of thc two circuits are able to cause an adequate reduction in excitor voltage to safeguard the excitor windings and prevent their overheating.

The overload protection system has a delay which permits temporary overloading of the generator during times such

;I S

motor start-up or other similar load surge demands. The regulator also has a third

LED

(green), that glows during generator operation to indicate correct operation of the regulator with the generator.

WESTERBEKE

I


GENERATOR INFORMATION

USE

OF ELECTRIC MOTORS

The power required to start an electric motor is considerably more than is required to keep it running after it is started.

Some motors require much more current to start them than others. Split-phase (AC) motors require more current to stm, under similar circumstances, than other types. They are com- monly used on easy-starling loads, such as washing machines, or where loads are applied after the motor is stmed, such as small power to&. Because they require

5 to

7

be avoided, whenever possible. if the electric motor is to be driven by a small generator. Capacitor and repulsion- induction motors require from 2 to 4 times as much current to start as to run. The current required to stan any motor varies with the load connected to it. An electric motor connected to an air compressor, for example, will require more current than a motor to which no load is connected.

In general, the current required to s m 115-Volt motors connected

to

medium stardng loads will be approximately as follows:

-

MOTOR SIZE

(HP)

AMPS FOR

RUNNlNG

(AMPERES)

AMPS FOR

STARTING

(AMPERES)

116

114

1 I3

112

314

1

3.2

4.6

5.2

7.2

10.2

13

6.4 to

22.4'

9.2 to

32.2'

10.4 to

72.8'

14.4 to

29.2'

20.4 to

40.8'

26 to

52

NOTE:

In the above table the marimum Amps for Staning is

more for some s m l l motors thm for larger ones. The reason made in larger sizes.

Because the heavy surge of current needed for staning motors is required foc only an instant, the generator will not be damaged if it can bring the motor up to speed in a few seconds. If difficulty is experienced in starting motors, tum off all other electrical loads and, if possible, reduce the load on the electric motor.

Required Operating Speed

Run the generator first with no load applied, then at half the generator's capacity, and 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

AC ~ermrnal be configured to pm- vide one

120

wolf AC hot leg for the vrael's distribution panel. This will ensure good motor staning responsefmm the generato,:

Generator Frequency Adjustment

Frequency is a direct result of enginelgenerator speed, as indicated by the following:

When the generator is run at 1800 RPM, the AC voltage

. .

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. Along with a reconfiguring of the AC output connections at the generator, a regulator board voltage output adjustment must also be made. See

ELECTRONICGOVERNOR in the manual.

A

Prior to any cleaning or maintenance, make certain all switches are off and the generator is

at

room temperatun.

Generator Maintenance

Maintaining reasonable cleanliness is important.

Connections of tenninal boards and rectifiers may become corroded, and insulation surfaces may stvt conducting if salts, dust, engine exhaust, carbon, etc. are allowed to build up. Clogged ventilation openings may cause excessive heating and reduced life of windings.

For unusually severe conditions. thin rust-inhibiting peboleum-base coatings, should be sprayed or brushed over all surfaces to reduce rusting and corrosion. Typical materials suggested

are

Daubert Chemical Co. "Non-

Rust AC-410" and 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 comers of the head.

The rear m a t u r e bearing is lubricated and sealed; no maintenance is required. However, if the bearing becomes noisy or rough-sounding, have it replaced.

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

Repair must be made quickly or major components will mb and cause major damage to generator.

Compressed air can

be

used to clean the generator exterior. Do not use compressed air on internal components.

'

!

p

I

Engines

&

Generators

GENERATOR AC VOLTAGE CONNECTIONS

AC VOLTAGE CONNECTIONS

The frame ground wire (whitelgreen) must be properly

~ ~ positioned when changing the A C output configuration of the AC terminal block. For makine connections to the AC

~ ~~~~~~ ~

~~-~~

- terminal black, use terminal ends for 114 inch studs that will accept multi strand copper wire sized for the amperage rating from the hot lend connection. The frame ground wire is white or white with a green strip. It connects between the neutr~l stud and the generator frame.

L1

-

L2-

Generator Frequency

1. Frequency is a direct result of enginelgenerator speed:

1800 mm

=

60 hertz: 1500 rum

=

50 hertz.

2. To change generator frequency

Configure the

AC terminal block for the desired voltage frequency as shown. Ensure that the case ground wire is connected to the correct terminal block neutral ground stud.

NOTE:

The white/green ground wire may be removed in those installarions where the

AC circuit has a separate rrenrral arid source in the vessel.

IMPORTANT

When changing from 50Hz to 60Hz the generator power and nominal vottage will increase by 20% but the current does not change from the 50Hz value.

Should voltage stay at 50Hz, then the output power may be increased by 5% due to improved ventilation.

This is accomlished by resetting the

AVR

potentiometer.

50H.2, the voltage and power values must decrease by 20% of the 60Hz value.

L2

SERIES

Y

480V/60 Hz

380V/50

Hz

4 + 5

~ 3 + 3

9

0

I O + I

fl

L1

-

PARALLEL Y

208V/60

Hz

190V/50

Hz

L2

L3

L3

8 + 9 l O + l

l

SERIES DELTA

240V/60 Hz

220V/50

Hz

4

PARALLEL DELTA

120V/60 Hz

1700V/50

Hz

-

MuS T

NOTE: F NJRIIIG FOR

50

ra

THE 60 Hz JUMPER

BE

REMO/ED FROhl ThE REGULJ TOR

-

~ W E S T E R B E K E

I

Engines

&

Generators

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

I

I

I

-,

I

A

EXCITER STATOR

1

I

I I I

INTERNAL WIRING DIAGRAM

12

WlRE

-

3

PHASE

-

RECONNECTABLE

YELLOW

THE (PO) PARALLEL DEVICE

IS OPTIONAL UP TO 320 KVA

THE LNVKPACTIVATES OR

OE-ACTIVATES THEPARALLELING

DEVICE IF IT IS PRESENT

12

WIRE 3 PHASE

SHOWING PARALLEL

y


I

Engines

&

Generators

ELECTRONIC GOVERNOR ADJUSTMENTS

TO E L E ~ O R O W I C

COlTROLLW

~ ~

DESCRIPTION

The system is composed of three basic components:

9.

Controller. Mounted in the instrument panel.

2. Sensor. Installed on the bellhousing over the flywheel ring gear.

3. Actuator. Mounted at the front of the engine and attached with linkage to the throttle arm of the injection pump.

1

! O C M W O R

I"

REFER TO WIRING DIAGRAMS

S

ENSO

R

L O C KNUT-

:iF,"EEL

Ar

RELAY

-

\

LIN

EAR

ACTUATOR

CONTROLLER ADJUSTMENT

1. Speed. This adjustment is used to raise or lower the engine's speed to the desired hertz.

2. Gain. This adjustment affects the reaction time of the actuator to the generatorlengine load changes.

NOTE:

A

high gain adjustment car1 induce an oscillati~zg of the actuatorproducing a hurztirzg nzorle. b~ such

Calibration

1. With no power to the governor, adjust the GAIN to

2. Start the engine and adjust the speed by turning the speed pot clockwise to desired speed.

NOTE:

Co~ztmllers

10

rni~zin~unz

Howeve,: fix safety, one slzould be capable ~$di.~ablirtg

3.

At no-load, turn the GAIN potentiometer clockwise until the engine begins to hunt, if t h e engine does not hunt, physically upset the governor linkage.

4. Turn the GAIN potentiometer counterclockwise until stable.

NOTE:

Tlze co~ztroller range is

+

20% (9.6VDC I2VDC 14.4VDC). Ifvoltage

INSPECTION AND ADJUSTMENT

The controller has two adjustment pods. You need a mini screw driver to adjust these. One is speed and the gain. These are noted on the drawing of the controller.

When you press the preheat switch, the actuator linkage attached to the throttle arm of the injection pump should move outward towards the injection pump and return back into the actuator in a quick motion.

Start the engine. The speed should be in the low idle range

600-700

rpm. If the engine speed is higher than this idle range, shut the engine down. Check the linkage between the actuator and throttle arm. The throttle arm stop should be about touching the open idle stop screw boss. Adjust the linkage to position the throttle lever.

The controller has an adjustment screw for speed adjustment. Turn this screw outward (counter clockwise) a few turns. Restart the engine.

NOTE:

Ythere is any oscillating ofthe actuator linkage producing hunting, adjust the gain towards zero

"0"

this hunting is removed.

Increase the engine speed slowly with the speed adjusting screw turning it inward (clockwise). In some instances this screw may need to be turned

6-10

turns before an increase in engine speed is noted. Bring the engine speed to rpm

(60 1500 (50

Momentarily push the actuator linkage towards the actuator and release. The actuator should quickly regain proper speed. If there is any hunting adjust the gain towards zero

When the gain is adjusted you may need to readjust the

Speed at no load, shut the generator down,

Push the DC exciter circuit breaker in. Start the generator.

Check speed (Hertz) set at

60

Load the generator.

If the governor is slow to react and maintain

60

Hertz adjust the gain clockwise. Again you may need to adjust the speed at no load.

You will find the governor will maintain

60 i

~ ~ n h k ~ ~ ~ ~

for the

WESTEREEKE

/

Engines

&

Generators

Problem

System appears dead

(Engine runs at idle.)

TROUBLESHOOTING THE

ELECTRONIC GOVERNOR

Probable Cause

1.

L

OW banely voltage at controller.

VerificationlRemedy

1. Check wiring for cause. Check banery state of charge.

2. stuck linkage.

3. No signal or weak signal from sensor.

(Measure AC voltage from sensor while engine is running at idle. Voltage ihould be 1.5 volts 0.r greater.

4. Check Actuator

- depress PREHEAT and check for banery voltage between negative black lead at terminal block. a. Purple lead to black.

2. Lubricate, free up linkage between controller and throttle arm.

3. Check lor improperly installed or damaged sensor in flywheel housing. Replace or adjust.

4. Replace controller if battery voltage is not present at bo~h leads.

Actuator fully extends when PREHEAT is depressed and stays extended.

Actuator hunts (oscillates) and engine running. b. Second purple to black.

5. Perform the following check between terminals at the actuator and the negative

DC lead at the controller terminal block.

(Preheat depressed). a. Low voltage (1.20-2.0VDC) at either actuator connection. b. Battery voltage at both actuator connections.

c. Banery voltage at one actuator lead but not the other.

I

.

Check controller. Lilt one of the purple actuator leads from the terminal block.

Depress PREHEAT a. Actuator fully extends. b. Actuator does not fully extend and connections.

NOTE: Release PREHEAT and reconnect the purple lead.

1. Linkage between actuator and thronle binding.

2.

Improper adjustment of GAIN on controller.

3. Inadequate DC power supply to controller, complete the following tests:

Connect a DC voltmeter across the plus and negative leads at the controller terminal block.

Lifl both purple leads from the terminal block.

Connect one purple lead to the

C pius terminal and the other to the

DC negative.

Momentarily depress PREHEAT.

The actuator should fully extend. a. Broken ac!uator laad. b. Broken actuator lead. c. Replace the actuator. a.

Sholt in lead to actuator.

b.

Replace controller.

1. Lubricatellree-up.

2. Lessen GAIN adjustment (Recalibrate the Controller).

3. If actuator does not fully extend, check the actuator leads.

If the voltage is less than specilied, check for loose or poor connections, low banery voltage, voltage drop in DC circuit due to remote panel installation and small wire sizes making connections.

DC voltage registering on the meter should be:

12

VDC System

- 9.6 vDC or higher

24 VDC System

-

19.2

VDC or higher

NOTE:

Reconnect actuator leads properly afler making this test.

3a. Check the position of the sensor.

3a. Sensor positioned marginally too far away from flywheel teeth giving erratic signal voltage to ~0ntr0ller.

-

m W E S T E R 5 E K E

I


118 i i

I

I i

~ i

',

LOW AC VOLTAGE OUTPUT AT

NO LOAD 60

-

100 VAC.

BE TROUBLESHOOTING

NOTE: AC

GENERATOR TROUBLESHOOTING MUST

BE PERFORMED WITH THE ENGINE OPERATIN AT

60 H Z

FAULT

NO AC VOLTAGE OUTPUT AT NO LOAD.

RESIDUAL VOLTAGE PRODUCED AT

NO LOAD

15

-

20

VOLTS AC.

1. Short or open in the main stator winding.

PROBABLE CAUSE

4.

Open in exciter stator winding.

5.

Open in rotating field winding.

2. Shorted pozi-resistor on exciter rotor.

3. Four or more shorted or open diodes on exciter rotor.

1.

Blown 6 AMP fuse auxiliary circuit feed to AVR.

3. Shorted or open main stator auxiliary winding.

2. Faulty voltage regulator

1. Reset voltage potentiometer.

2. Open or shorted diodes in. exclter rotor

1 to

3 diodes.

4.

AC

circuit breaker tripped.

3. Open or shorted exciter rotor winding.

4.

Faulty voltage regulator.

HIGH AC OUTPUT VOLTAGE

150

VAC OR HIGHER.

UNSTABLE VOLTAGE OUTPUT.

(ENGINE SPEED STEADY)

AC VOLTAGE DROP UNDER LOAD

60

-

100

VOLTS AC.

1. Reset voltage potentiometer.

2. Faulty voltage regulator.

1. ST6 pod on regulator needs adjustment.

1.

Diode@) on exciter rotor breaking down when load is applied (inductive)

2. Faulty voltage regulator.


I


GENERATOR MAINTENANCE

make certain that the generatoe isshutdown, switches are off and the unit is at room temperature.

CLEANING

Use compressed air to clean the exterior of the generator. Do not use liquids or water. D o not use compressed air on interior components a s this could cause short circuits.

3. Remove the seager rings with sna ring pliers.

Rotation Diode Bridge

1. Disconnect the five wires of the rotating diode bridge.

DIODE B R I O 6 6

DISASSEMBLY

If it becomes necessary to disassemble the statorlrotor assembly, use the following text as a guide.

1. Insert a suitable puller (which can be easily made) and remove the exciter.

2. Extract the rotor using a hoist with soft ropes of sufficient strength.

Carefully remove the rotor and place it on the prepared work area. It may be necessary to remove the front cover to extract the rotor due to the diameter of the fan.

REASSEMBLY

1. Heat the bearing with a special magnetic device and using insulat gloves, assemble the bearings to the shaft.

2. Put the seager rings back i

ROTORIFAN

ASSEMBLY

3. Reassemble the e making sure the d cables are turned the covers back i n place.

WESTERBEKE

I

Engines & Generator*

120

I

I

45

BED GENERATOR SPECIFICATIONS

Diesel, four cylinder, four-cycle, marine engine.

Vertical in-line overhead valve, water cooled direct injection, 70 hp @ 1800 rpm and

60 hp @I500 rmp.

Naturally aspirated.

Integral with injection pump.

4.02 x 4.65 inches (102.0 x 118.0 mm).

Fuel Injection Timing

Closed system with bleed points.

N

O

. 2 diesel oil (cetane rating of 45 or higher).

BOSCHModel A type (In-line).

14" BTDC

Full flow replaceabie.

Replaceable paper element. irection of Rotation

Clockwise, when viewed from the front.

210lt-lb

0

1500 rpm.

Width: 30.6 inches (778 mm)

Length: 62.5 inches

(1588 mm)

750-900 Cold Cranking Amps (CCA).

C Charging Alternator

51 Amp rated, belt-driven.

Intake and exhaust.

Full flow, paper element, spin-on type.

14.5 U.S. qts (13.8 liters).

&

~, lntelference Level

Brushless, four pole, revolving field,

All units adjustable to 50 or 60 He*..

Three phase. Single phase units available.

12 lead reconnectable standard

2

1% no load to full load.

Class " H , as defined by NEMA MGI-!.65

Direct drive centrifugal blower.

Within NEMA MGI-22.40 definition

- full load

Meets "CE requirements

240 120

400 230

Voltage regulator is adjustable

=

5%

~ W E S T E R B E K E

I


121

Centriiugal type, metal impeller, belt-driven.

Positive displacement, rubber impeller, engine-driven.

17 USqts (16.1 liters).

~

I

!

55 BED GENERATOR SECTION

Diesel, four cylinder, four-cycle, turbocharged marine engine. Vellical in-line overhead valve, water cooled direct injection, 90 hp @ 1800 rpm and 80 hp

@

1500 rpm. integral with injection pump.

4.02 x 4.65 inches (102.0

x

118.0 mm).

202 cubic inches (4.3 liter). Piston Displacement

Direction of Rotation

Engine Torque (ma.)


280 fl-lb @ 1500 rpm.


No. 2 diesel oil (cetane rating of 45 or higher).



Fuel Filter (on engine) Full flow replaceable.

Replaceable paper element.

190 cfm.(6.2 crnm).

DC Charging Alternator 51 Amp rated, belt-driven

DC Na-load Current

12 Volt, 2.9 KW

2 2 % of rated amps

2630 psi (185 Wlcm'). intake and exhaust

0.016 inches (0.40 mm).

Operating Oil Pressure


14.5 U.S. qts (13.8 liters)

250 - 85 psi

Brushless, four pole, revolving field, power take-otl

All units adjustable to 50 or 60 Hertz..


12 lead reconnectable

Voltage Regulation

Insulation

Cooling

Temperature Rise

Interference Level

Standard

2


Class "H, as defined by NEMA MGI-!.65


Within NEMAMGI-22.40 defination

- full load


Voltage Oulput

Configuration

Series Star

Parallel Star

Series Della

Parallel Delta

Zig Zag

60

Hertz

L-L L-N

480 277

208 120

240 120

130

400 230

50

Hertz

L-L L-N

400 230

230 127

230 115

110

330 190


2

5%

3 Phase amperage calculation: Amps=Watts/jVoltage

x

1.732

x

PF.]

Operating Temperature

170

-

190" F (77

- 88" C)

Centrifugal type, metal impeller, belt-driven.


Note: The pressure differential between the outside of the engine cornpall- mentversus the inside of the engine compartment should not exceed 2 inches of water (51 mm) at full open thronle (measure with a manometer).

~ W E S T E R B E K E

I


122

I

1

I i

I

I

I i

65 BED GENERATOR SPECIFICATIONS

-,

Piston Displacement overhead valve, fresh water cooled direct injection. marine engine. 100 hp @ 1800 rpm and 85 hp @ 1500 rpm.



4.13 x 4.92 inches (105.0 x 125.0 mm)

396 cubic inches (6.5 liter)

1 - 5 - 3 - 6 - 2 - 4



313ft-lb@ 1500 rpm.

Dimensions - inches (mm) Height: wlout transmission Width:

34.2 inches

30.6 inches

(868 mm)

(778 mm)

Length: 74.9 inches (1903 mm)

Fuel lniection Timing


BOSCHModel Atype (In-line).

14" BTDC

Fuel Filter (on engine)

Full flow replaceable.


12 Volt, 2.9 KW actuated shift

*2% of rated amps

2631 psi (185 kf/cm7).

Exhaust 45"

Intake and exhaust


Full flow, paper element, spin-on type..


28- 85 psi

Brushless, four pole, revolving field. power take-OH

All units adjustable to 50 or 60 Hea..



Insulation

Cooling

Temperature Rise lnlerference Level

Standard

2




Within NEMAMGI-22.40 defination

- full load

Meets "CE" requirements

Voltage Output

Configuration

Series Star

Parallel Star

Series Delta

Parallel Delta

Zig Zag

GO

Hem

L-L L-N

480 277

208 120

240 120

130

400 230

50 Herlz

L-L L-N

400 230

230 127

230 115

110

330 190


2

5%

3 Phase amperage calculation: Amps=Wansl[Voltage x 1.732 x

P.F.]




25 US qts (23.7 liters) merit versus the inside of the engine compartment should not exceed 2 inches of water (51 mm) at full open throttle (measure with a manometer)

~ W E S T E R B E K E

I


123

95

BED GENERATOR SPECIFICATIONS


4.13 x4.92 inches (105.0 x 125.0 mm)

Direction of Rotation ngine Torque (max.)

1 - 5 - 3 - 6 - 2 - 4


423 It-lb

@

1800 rpm.

Width:

30.6 inches (778 rnm)

Length: 75.0 inches (1903 mm) uel Injection Timing

No. 2 diesel oil (cetane rating 0145 or higher).

BOSCHModel Atype (In-line).

12" BTDC



240 cfm (6.2 cmm)

C Charging Alternator

51 Amp rated, belt-driven

12 Volt, 2.9 KW actuated shill.

OC No-load Current

2631 psi (185 kilcm').

Exhaust 45'

Intake and exhaust

Operating Temperature 170 - 190' F (77

-

88"

C)


Coolant (Fresh Water)

25 US qts (23.71 liters)

Interference Level

Brushless, four pole, revolving field,

All units adjustable to 50 or 60 Hem..



Standard

2




Within NEMA MGI-22.40 delination

- full ioad


L-L L-N


Gear typelpressure circulation

Full flow, paper eiemed, spio-on type.


25

-

85 psi (3.5 - 4.2 kglcm')

I

I

I i

I


-+

5%

Note: The pressure differential between the outside of the engine cornpart- merit versus the inside of the engine companment should not exceed 2 inches of water (51 mm) at full open thronle (measure with a manometer).

WESTERBEKE

I

Engines

&

Generators

124

80N4 SPECIFICATIONS

Engine Type

Aspiration

Governor

Bore & Stroke

Piston Displacement

Firing Order

Vertical in-line overhead valve, water cooled direct iniection, 80 hp @ 2500 rpm.



4.02 x4.65 inches (102.0 x 118.0 mm).

262 cubic inches (4.3 liter).

1 - 3 - 4 - 2 .


Clochise, when viewed from the front.

Engine Torque

Weight (dry)

210 ll-lb @ 1500 rpm.

Compression Ratio 17:l

Dimensions

- inches (mm) Height: 32.0 inches (813 mm) w/out transmission Width: 25.2 inches (645 mm)


971 ibs (440.8 kgs).

I

Compression Pressure

(Limit of difference

441 psi (31 kg/cm2) at 200 rpm

Not to exceed 28.44 psi (20.0 kglcm').

Injector Pressure

2133 psi (150 kflcm').

Valve Seat Angle

Valve Clearance

(engine cold)

Engine Speed

Intake 45"..

Exhaust 4% intake and exhaust.

0.016 inches (0.40 mm). idle: 600

-

900 rpm.

Cruise: 1800

-

2200 rpm.

Max: 2400 -2500 rpm.

General Fresh water-cooled block, thermostatically- controlled with heat exchanger.


170

-

190' F (77

-

88" C).

Fresh Water Pump

Centrifugal type, metal impeller, belt-driven

Raw Water Pump

Positive displacement. rubber impeller, engine-driven.


System Capacity

17 US qts (16.1 liters).

Exhaust Elbow

Exhaust Hose Sue

45" elbow

4" I.D. (101.6 mm) hose

Note: The pressure diflerential between the outside ol the engine compartment versus the inside of the engine compartment should not exceed 2 inches of water (51 mm) at full open throttle (measure with a manometer).

General

Fuel

Fuel infection Pump

Fuel Injection l m i n g

Nozie

Fuel Filter

(on engine)

Air cleaner

Air Flow

(engine combustion)

Fuel Consumption

12 Volt, (-) negative ground.

(

Slarting Battery

Battery Capacity

DC Charging Alternator

51 Amp rated, belt-driven.

I

I I

Starling Aid

Starter

DC No-load Current

DC Cranking Current

'

Glow plugs.

12 Volt, 3

KW.

-C2% of rated amps

400 CCA.

I 1

General

I I

Oil Filter

Sump Capac'i

Gear type/pressure circulation.


14.5

U.S. ots 113.8 liters).

(not including filter)


(engine hot)

Oil Gnde

25 - 85 psi.

API Specification CF or CG-4,

SAE

30,lOW-30. 15W-40.

General

Gear Ratio (Standard)

Propeller Shall

(usin0 standard transmiss~on)

Lubricating Fluid

Transmission Sump

Capacity Hurth 45

Closed system with bieed points.

NO.

2

diesel oil (cetane rating of 45 or hlgher)

BOSCHModei A type (In-line).

14" BTDC

Multi-hole



150 cfm.

4.7 U.S. gph (17.8 Iph).

Clutch

2:OO:t (Huilh 45A) or (Hurlh 63A)

Right handedstandard transmission, propel er snould ai ow the eng ne to reacn .ts l ~ l l a! ILI.

' while undeiway in forward gear.

Dextmo 111

2.13 US qts (2.0 liters) approximate.

I

I

~ W E S T E R B E M

/

Engines

&

Generators

11

0T4 SPECIFICATIONS

marine engine. Vertical in-line overhead valve. water cooled direct injection, 110 hp @ 2400

Piston Displacement


4.02 x 4.65 inches (102.0 x 118.0 rnm).

202 cubic inches (4.3 liter).


Engine Torque (max.)


280 fl-lb @ 1500 rpm.

Dimensions

- inches (mm) Height:

32.0 inches (813 mm) wlout transmission Width: 28.3 inches

(719 mm)


Fuel Injection tming



BOSCHModei A lype (In-line).

12" BTDC.

Full flow replaceable,


750- 900 Cold Cranking Amps (CCA)

DCCharging Alternator


DC No-load Current

2 2 % of rated amps

Not to exceed 28.44 psi (20.0 kglcrncm').

2133 psi (150 M/cm2). intake and exhaust

0.016 inches (0.40 mm).

Idle: 600

-

900 rpm.



25

-

85 psi

APi Specification CF or CG-4.

SAE 30.10W-30,15W-40



:

(Hurth 45A) or (Hurlh 63A)

Right handed-standard transmission.

Propeller Recommendations 24x18 P-2 blade or 24x16 P.3 blade

Capacity Hurth 45A

2.13 US qts (2.0 liters) approximate.

WESTERBEKE

/

Engines

&

Generators

126

!

1

120N6

SPECIFICATIONS

Engine Type

Aspiration

Governor

Bore & Stroke

Diesel, six cylinder, four-cycle, Vertical in-line, overhead valve. fresh water cooled direct injection, marine engine. 120 hp @ 2500 rpm.

Naturally aspirated. integral with injection pump.

Piston Displacement

Firing Order


1 - 5 - 3 - 6 - 2 - 4



Engine Torque

Weight (dry)

298 ft-lb @ 1500 rpm.

Compression Ratio 17:l

Dimensions

- inches (mm) Height: 32.5 inches (823 mm) wlout transmission Width: 25.2 inches (645 mm)


1175 lbs (534.1 kgs).


441 psi (31 kglcm') at 200 rpm

(Limit of difference

Not to exceed 28.44 psi (20.0 kglcm').

Injector Pressure

2631 psi (180 M/cm7).

Valve Seat Angle intake 45"

Exhaust 4 B

Valve Clearance

(engine cold)

Engine Speed

Intake and exhaust

0.016 inches (0.40 mm)

Idle: 600

-

900 rpm

Cmise: 1800

-

2200 rpm

M a :

2400 -2500 rpm

General Fresh water-cooled block, thermostatically. controlled witll heat exchanger.

Operating Temperature 180

-

190'

F

(77

-

88" C)



25 US qts (23.7 liters)

"

I.D. (101.6 mm) hose hole The pressJre dderenta' oerween the outs!de ot toe eng ne compan- lncnes of water (51 mml at 15

I open Ihrotbe (measure wth

a

manometer)

General

Fuel


N

O

. 2 diesel oil (cetene rating of 45 or higher).

Fuel Injection Pump


14" BTDc Fuel Injection Timing

Nonie Multi-hole

I

Fuel Filter

(on engine)


Air cleaner Replaceable paper element

Air Flow 240 cfm

(engine combustion)

I

Fuel Consumption

6.5 U.S. gph (24.6 iph).

I

Starting Battery

Battery Capacity

12 Volt, (-) negative ground

750-900 Cold Cranking Amps (CCA)



Starting Aid Glow plugs

Starter

12 Volt, 3 KW actuated shin.

DC No-load Current

DCCranking Current

2 2 % of rated amps

400 CCA

General

Oil Filter

sum^

Capacitv

(not includingjilter)

I

Oueraline Oil Pressure

(engine hot)

Oil Grade


Full flow, paper element, spin-on type

.

~~~~

,

25

-

.

,

-

4.2 kolcm?

API Specification CF or CG-4.

SAE30,lOW-30.15W-40

. I I

General


Propeller Shall

(HURTH Standard Transmission) Case-hardened helical gears, hydraulically operated multiple disc clutch.

2:W:l (Hum 45A) or (Hurth 63A)

Right handed-standard transmission.

Propeller Recommendations 22x16 P-2 blade or 22x14 P-3 blade

(using standard propeller should allow the engine to reach its transmission) full rated rum (2500 t

000 -100) at lull open throttle while undelway in folward gear.

Lubricating Fluid Dexfron

Ill

Transmission Sumo

Capacity Hulth 45'

Hurth 63



1

I

Ewine Type

Aspiration

Governor

Bore &Stroke

Pislon Displacement

Flring Order


Engine Torque (max.)

Compression Ratio marine engine. Vertical in-line overhead valve, fresh water cooled direct injection, 170 hp @

2500 rpm.

Turbocharged.


4.13 x 4.92 Inches (105.0 x 125.0 mm)


1 - 5 - 3 - 6 - 2 - 4


423 ti-lb

4

1800 rpm.

17:l

Geneml

Fuel


N

O

. 2 diesel oil (cetane rating of 4 5 or higher).

Fuei injection Pump


Nonie

Fuei Filter

(on engine)

BOSCHModel A lype (In-line).

12" BTDC

Multi-hole


Air cleaner

Replaceable paper element

Air Flow

365 cfm.

(engine combustion)

1

Fuel consumption

9.3 U.S. gph (35.2 iph).

I

Dimensions - inches (mm) Height: wlout transmission Width:

33.5 inches

28.0 inches

(823 mm)

(711 mm)

Length: 5Z:5 inches (1410 mm)

Weight (dry) 1245 lbs (565.23 kgs).

I

Starling Banery

Battery Capacity

12 Volt. (-) negative ground

750

-

900 Cold Cranking Amps (CCA)



I


(Limit of diiierence

Injector Pressure

Not to exceed 28.44

2631 psi (185 Mlcm').

1 psi (20.0

kglcm')

Starling Aid

DC No-load Cunent

Glow plugs

12 Volt. 3 KW

2 2 % of rated amps

DC Cranking Current 400 CCA

Valve Seat Angle Intake 45"

Exhaust 45'

Valve Clearance

(engine cold)

Engine Speed

Intake and exhaust

0.016 inches (0.40 mm)

Idle: 600

-

900 rpm

Cmna 1800

-

2200 rpm

Max: 2400 -2500 rpm

General

Oil Filter



Sump Capaciy

(not including filter) 1

DpeFting Oil Pressure lenolne hot)

22 U.S. qts (20.8 liters)

25

-

85 psi

I

General

Fresh water-cooled block, thermostatically- controlled with heat exchanger.

O~erallng 180

-

190"

F

(77

-

88" C)

Fresh Water Pump

I

Raw Water Pump

Positive displacement, rubber Impeller, engine-driven.

APi Speciiication CF or CG-4,

SAE 30.10W-30 15W-40

.

.

I

--

(HURTH Standard Transmission) Case-hard- helical gears, hydraulically operated multiple disc clutch.


System Capacity

25 US

qts

(23.7 liters)

I

General ened


Propeller Shati

2:00:1 (Hum 45A) or (Hurth 63A)

Right hanoed.standar0 transmssion.

Exhaust Elbow

Exhaust Hose Size

]

Model

45" elbow

4" I.D. (101.6 mm) hose

1H1 RHC7

I

I

Propeller Recommenoalions 24x18 P.2 btaoe or 24x16 P.3 olade

(using standard transmission) propelier should allow the engine to reach its full rated rpm (2500

+

000 -100) at full open throttle while underway in forward gear.

Oextmn

Ill

Lubricating Fluid

Transmission Sump

Capacity Hurlh 63


I

I

I

I

Combustion Air 365 cfm

Note: The pressure differential between the oulside of the engine comparl- ment versus the inside of the engine compallmentshouid not exceed 2 inches of water (51 mm) at full open throtlle (measure with a manometer).

I

/ ~ ~ W E S T E R S E K E

I

Engines

&

Generators

I

'-\

.

.

STANDARD AND METRIC CONVERSION DATA

LENGTH-DISTANCE

Inches (in) x 25.4

=

Millimeters (mm) x ,0394

=

Inches

Feet (It) 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

=

11 1.1 20 km

1 Minute of Latitude = 1 Nm = 1.852 km

VOLUME

Cubic lnches (in" x

16.387 = Cubic Centimeters x ,061 =i< lmperial Pints (IMP pt) x ,568

=

Liters (L) x 1.76

=

IMP pt lmperial Quarts (IMP qt) x 1.137 = Liters (L) x.88

=

IMP qt lmperial Gallons (IMP gal) x 4.546

=

Liters (L) x .22

=

IMP gal lmperial Quarts (IMP qt) x 1.201

=

US Quarts (US qt) x ,833

=

IMP qt lmperial Gallons (IMP gal) x 1.201 = US Gallons (US gal) x ,833

=

IMP gal

Fluid Ounces x 29.573 = Milliliters x ,034

=

Ounces

US Pints (US pt) x ,473

=

Liters(L) x 2.113

=

Pints

US Quarts (US qt) x ,946 =Liters (L) x 1.057

=

Quarts

US Gallons (US gal) x 3.785

=

Liters (L) x ,264 = Gallons

MASS-WEIGHT

Ounces (oz) x 28.35 =Grams (g) x ,035

=

Ounces

Pounds (Ib) x

,454

=

Kilograms (kg) x 2.205

=

Pounds

PRESSURE

Pounds Per Sq In (psi) x 6.895

=

Kiiopascats (kPa) x ,145 = psi lnches of Mercury (Hg) x ,4912 =psi x 2.036

=

Hg

Inches of Mercury (Hg) x 3.377

=

Kilopascals (kPa) x ,2961

=

Hg lnches of Water (HtO) x ,07355 = lnches of Mercury x 13.783

=

HtO lnches of Water (HzO) x ,03613

= psi x 27.684

=

Hz0 lnches of Water (HzO) x ,248 = Kilopascals (kPa) x 4.026

=

H2O

TORQUE

Pounds-Force lnches (in-lb) x ,113 = Newton Meters (Nm) x 8.85 =in-lb

Pounds-Force Feet (It-lb) x 1.356

=

Newton Meters (Nm) x ,738

= ft-lb

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 (KmlL)

Kilometers Per Liter (KmlL) x 2.352

=

IMP MPG

Miles Per Gallons US (MPG) x ,425 = Kilometers Per Liter (KmlL)

Kilometers Per Liter (KmIL) x

2.352

=

US MPG

TEMPERATURE

Degree Fahrenheit ("F)

=

("C X 1.8)

Degree Celsius ("C) = ("F

-

32) x ,515

+

32

LIQUID WEIGHTS

Diesel Oil

=

1

US gallon

=

7.13 lbs

Fresh Water

=

1 US gallon

=

8.33 lbs

Gasoline

=

1

US gallon

=

6.1 lbs

Salt Water

=

1 US gallon

=

8.56 lbs

~ W E S T E R B E K E

I


129

METRIC CONVERSIONS,

INCHES TO MILLIMETERS

MILLIMETERS TO INCHES

~~

Inches

mm

Inches mm mm Inches mm Inches

~

1

2

25.40

50.80

15

20

381.00

508.00

1

2 0.0787 20

0.5906

0.7874

3 76.20 25 635.00

3 0.1181 25 0.9843

4 101.60 30

762.00 4 0.1575 30 1.1811

5 127.00

35

889.00 5 0.1969 35 1.3780

10

2 5 4 . 0 0

. .

40

10

-

0.3937

.

40

.

__

10

MILLIMETERS

= 1

CENTIMETER,

100

CENTIMETERS

= 1

METER

= 39.37

INCHES (3.3 FEET)

INCHES TO METERS

METERS TO INCHES lnches

1

2

3

4

5

6

Meters

0.0254

0.0508

0.0762

0.1016

0.1270

0.1524

~~- lnches

-.

7

8

9

10

11

' 2

-

Meters

0.1778

0.2032

0.2286

0.2540

0.2794

Meters

0.1

0.2

0.3

0.4

0.5

0.6

- lnches

--

3.937

7.874

11.811

15.748

19.685

23.622

~

Meters

0.7

0.8

0.9

1.0

1.1

~~

1.2

~~~~ lnches

27.559

31.496

35.433

39.370

43.307

47.244~

TO

CONVERT

MErERS

TO CENTIMETERS,

MOVE

DECIMAL

POINT

TWO

PLACES

TO THE

RIGHT

~

~~

~.

Ib

1

2

3

4

5

YARDS TO METERS METERS TO YARDS

Yards

1

2

3

4

~~

5

Meters

-

0.91440

Yards

6

Meters

.....

5.48640

Meters

1

Yards

1.09361

Meters

~ . . ~

6

Yards

6.56168

1.82880 7

6.40080 2 2.18723 7

7.65529

2.74320 8

7.31 520 3 3.28084 8 8.74891

3.65760

9 8.22960 4 4.37445

9 9.84252

4.57200

~~

lo..^-

-

9.1 4400

~

.

MOVE DECIMAL POINT FOR HIGHER VALUES

-

5

5.46807

~

~.

10

..

10.93614

-

METERS = 6,561.68 YARDS

POUNDS

TO KILOGRAMS

kg

0.454

0.907

1.361

1.814

2.268

Ib

6

7

8

9

10

~

~.

kg

2.722

3.175

3.629

4.082

4.536 kg

KILOGRAMS

TO POUNDS

...

~~

Ib

kg

~ ~

1 2.205 6

Ib

13.228

2

3

4

5

4.409

6.614

8.81 8

11.023

7

8

9

10

15.432

17.637

19.842

22.046

Gallons

~~~

1

2

3

4

5

GALLONS TO LITERS

Liters

3.79

7.57

-

Gallons

10

20

Liters

37.86

75.71

11.36

15.14

30

40

113.57

151.42

18.93

50 189.28

Liters

1

2

LITERS TO

GALLONS

Gallons

0.26

Liters

60

Gallons

~.

15.66

0.53 90

23.77

5

10

1.32

2.64

120

150

31.32

39.62

20

5.28

180 47.54

Pints

1

2

3

4

5

~~ ~

PINTS

TO LITERS

Liters

0.47

Pints

6

.

Liters

2.84

~

0.95

1.42

1.89

2.37

7

8

9

10

3.31

3.79

4.26

4.73

Liters

1

2

3

4

5

LITERS TO PINTS

Pints

Liters

2.11

4.23

6.34

8.45

10.57

6

7

8

9

10

Pints

12.68

14.79

16.91

19.02

21.1 3

TEMPERATURE

32 40 5 0 6 0

70

75 85 95 105 1 4 0 175 212

"F

I I

I

I I I

I

I I

I I

0 5

I I I I I I I I I I

1 0 15 2 0 25 3 0 35 40 6 0 8 0 100

"C

p

I


130

I

SPECIAL TOOLS

CONNECTING ROD BUSHING

INSTALLER

Y47020

CRANKSHAFT GEAR

REMOVER (470

CRANKSHAFT PULLEY SOCKET

0

54MM

4 c r L . 4 2 ~ ~

CRANKSHAFT REAR OIL SEAL

INSTALLER

Y47019

63

CYLINDER LINER INSTALLER

Y47015

/

ADAPTER GAUGE

@

Q

VALVE STEM OIL SEAL

INSTALLER

X47014

CRANKSHAFT TAPER

BUSHING REMOVER

Y47017

COMPRESSION GAUGE

CYLINDER LINER REMOVER ANGLE

(47022

Y47021

CYLINDER LINER REMOVER

VALVE SPRING COMPRESSOR

NOTE:

Nun16ers in italic a n WESTERBEKE l>urt nunz6er.s. Contact your WESTERBEKE dealerfor additiorlul tools.

PISTON RING

COMPRESSOR

INDEX

AC Voltage Connections

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

InspectionIRepair

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

Alternator

CleaningResting

Disassembly

Testing

.

Instrument Panel Wiring

#44329

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

Introduction

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

Lubricating System

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

Maintenance

.

:

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

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

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

Angular Nut

&

Bolt Tightening

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

Measurements

BE Generator

Compression

-

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

Metric Conversion data

Engine

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

Oil Cooler

Coolant Pump

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

Oil Flow Diagram

Cooler

.

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

Oil Pump

Cylinder Head Torque

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

Pump

-

Coolant

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

Diagram

-

Wiring

#47781

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

Pump

Diagram

-

Wiring

#47780

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

Pump

-

Fuel Injection

Engine Disassembly

Drive Belt

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

-

14

Pump

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

Pump

Electronic Governor

Crankshaft Bearings

-

Oil

.

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

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

Raw Water Pump

Engine Adjustments

Engine Assembly

55

.

RepairIInspection

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

Camshaft

Connection Rod

47

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

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

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

28

Cylinder Head Cover

Exhaust Manifold

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

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

Flywheel

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

Crankshaft

Cylinder Head

Injection Nozzle

.

.

Injection Pump

Oilcooler

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

OilPan

PistodConnecting Rod

Piston

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

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

Cylinder Liner

Flywheel

Idler Gear

:

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

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

.22.

Piston

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

.15,

Piston Pin

PushRod

Rocker

Arm

........

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

26

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

21

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

21

Rocker

Arm

Tappet

Timing Gear Case

Valves

Valve Guide

Valve Seat

Water Pump

Engine Compression

Engine Troubleshooting (Index

89)

. . . .

Valve Spring

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

Specifications

-

170T6

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

108

Specifications

-

120N6

Engine Tuning

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

Fuel Feed Pump

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

Specifications

llOT6

59

Specifications

80N4

Fuel Section

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

Specifications

.

BED

Generator

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

Generator Information

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

Specifications

.

BED

114

Specifications

-

55

BED

Generator Maintenance

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

Specifications

.

BED

Glow Plug Test

Heat Exchanger

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

Starter Motor

Disassembly

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

. . .

:

Electrical Testing

Injection Pump

Injection Nozzle

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

Injection Timing

Inspection/Clearing

Parts

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

Tmubleshooting

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

(

b

1

!


1


132

I

!

~

!

I

!

!

INDEX

Tachometer

Thermostat

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

Turbocharger

Testing for Overhaul

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

Valve Clearance Adjustment

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

Voltage Regulator Adjustments

Timing

-

Injection

Torque Data

Wiring

.

-

1 1

1 Wiring Diagram #44780

Torque Specifications

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

Wiring Diagram #44781

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

Troubleshooting BE Generator

Wiring Diagram Internal

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

Wiring Schematic #44780

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

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

Troubleshooting Electronic Governor

. . . . . . . . .

Wiring Schematic #44781

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

Troubleshooting Engine (Index 89)

. . . .

.4.

89

-

108

m W E S 7 E R B E K E

I

Enalnes

8

Generators

westerbeke raw water pump complete overhauwump removed from

INTRODUCTION

Read this safety mariual iarefirlly. Mast accidents are caused by failure tofollow fundarnerztal rules andprecastions.

Know when dangerous conditiorzs exist and take the necessary precautions to protect yoprse(l; yourper.sonrre1, and your rnachirtery.

The followirrg safe0 irtstrrrctiorts are in compliance with the

Arnerican Boat and Yacht Council (ABYC) standards.

PREVENT ELECTRIC SHOCK

PREVENT BURNS

A

PREVENT BURNS

PREVENT BURNS

Engbes

Generators

SAFETY INSTRUCTIONS

TOXIC EXHAUST GASES ACCIDENTAL STARTING

BATTERY EXPLOSION

w

BATTERY ACID

in

w

AVOID MOVING PARTS

SAFETY INSTRUCTIONS

HlUARDOUS NOISE

WARNING:

WARNING:

OPERATORS MANUAL

GASOLINE ENGINE AND GENERATOR

INSTALLATIONS

ABYC, NFPA AND USCG PUBLICATIONS FOR

INSTALLING GASOLINE AND DIESEL ENGINES AND

GENERATORS

INSTALLATION

CODES AND REGULATIONS

SIPHON-BREAK

NOTE:

EXHAUST SYSTEM

A detailed

page Marine Installation Manual covering gasoline and diesel, engines and generators, is available from your WESTERBEKE dealer.

TABLE OF CONTENTS

Introduction

Wiring Diagram (#44780)

Testing for Overhaul

Remote Instrument Panel Wiring(#44392)

Engine Troubleshooting

Wiring Diagram (#44781)

Angular Tightening Methods

Engine Troubleshooting

Standard Torque Specifications

Engine Disassembly

Important Measurements

Disassembly Steps

Inspectionmepair

Cylinder

Inspectionmepair

BE Generator

Voltage Regulator

Generator Information

AC Voltage Connections

Internal Wiring diagram

Electronic Governor Adjustments

Torque Data

Assembly

Troubleshooting the Electronic Governor

BE Troubleshooting

Generator Maintenance

Lubricating System

Cooling System

65 BED Generator Specifications

Raw Water Pump

Turbocharger

45 BED Generator Specifications

55 BED Generator Specifications

95 BED Generator Specifications

EON4 Engine Specifications

Engine Adjustments

llOT4 Engine Specifications

Fuel System

120N6 Engine Specifications

Tachometer

170T6 Engine Specifications