Westerbeke 6.5 MCG low-CO Low-CO EFI Gasoline Generator Technical Manual

Westerbeke 6.5 MCG low-CO Low-CO EFI Gasoline Generator Technical Manual
SERVICE MANUAL
6.5 MCG 60HZ . 5.2 MCG 50HZ
5.0 MCG 60HZ 4.2 MCG 50HZ
/tlu/ti-port ELECTRONIC FUEL INJECTION
MARINE GASOLINE GENERATOR
Single Phase
PUBLICATION. NO: 055743!
REVISION 1 .
NOVEMBER. 2017.
CALIFORNIA PROPOSITION 65
WARNING
Exhaust gas from diesel and
gasoline engines (and some of
its constituentsr are known to
the State of California to cause
cancer, birth defects, and other
reproductive harm.
A WARNING:
Exhaust gasses contain Carbon Monoxide, an odorless and
colorless gas. Carbon Monoxide is poisonous and can cause
unconsciousness and death. Symptoms of Carbon Monoxide
exposure can include:
• Throbbing in Temples
•Dizziness
• Muscular Twitching
•Nausea
• Vomiting
•Headache
• Weakness and Sleepiness •Inability to Think Coherently
IF YOU OR ANYONE ELSE EXPERIENCE ANY OF THESE SYMPTOMS,
GET OUT INTO THE FRESH AIR IMMEDIATELY. If symptoms persist,
seek medical attention. Shut down the unit and do not restart
until it has been inspected and repaired.
A WARNING DECAL is provided by WESTERBEKE and
should be fixed to a bulkhead near your engine or
generator.
WESTERBEKE also recommends installing CARBON
MONOXIDE DETECTORS in the living/sleeping
quarters of your vessel. They are cost affective and
easily obtainable at your local marine store.
TABLE OF CONTENTS
COMPONENT STATIC TESTING ..............................53
MAP SENSOR•STEPPER MOTOR ............................53
TESTING FOR ENGINE OVERHAUL .............................2
TESTING ENGINE COMPRESSION ............................... 3
ENGINE TROUBLESHOOTING ......................................4
DISASSEMBLY/ASSEMBLY PROCEDURES .................. 6
REMOVING THE GENERATOR .....................................8
DISASS'EMBLY OF EXTERIOR ENGINE COMPONENT .9
REMOVING FUEL SYSTEM ........................................ lO
REMOVING THE TIMING BELT .................................. 11
DISASSEMBLY, INSPECTION AND REASSEMBLY
OF THE MAIN ENGINE .......................................15·33
COOLANT CIRCULATING PUMP ................................34
EXHAUST MANIFOLD/HEAT EXCHANGER ................ .35
DISTRIBUTER .......................................................:.... 36
RAW WATER PUMP...................................................37 ·
TIGHTENING TORQUES (ENGIN£) ...........................35
SPECIAL TOOLS (ENGINE ....................................... 39
Oll. PRESSURE SENSOR•OXYGEN SENSOR ........54
DC CIRCUIT BREAKER•WB OXYGEN SENSOR ..54
HIGH/LOW RPM SHUTDOWN .................................. 54
EXHAUST TEMPERATURE SWITCH .......................54
MAGNETIC PICK-UP COIL ...................................... 55
FUEL PRESSURE PUMP .......................................... .-.55
FUEL INJECTOR ......................... ,.............................. 56
AIR AND COOLANT TEMPERATURE SENSORS .56
FUEL PRESSURE SYSTEM ...................................... 56
ENGINE TROUBLESHOOTING AND
SOFTWARE DIAGNOSTICS ........................:...............57
CONTROL BOX COMPONENTS ............................... 57
SOFIWARE DIAGNOSTICS (CHART) .................... 58
ON-BOARD DIAGNOSTICS ..................................... 62
BC GENERATOR .......................................................67
AC TERMINAL CONNECTIONS ............................... 67
GENERATOR OUTPUT ...............................................68
ROTATING AUXILLARY WINDING ......................... 68
EXPLODED VIEW ...................................................... 69
CON'l'ROL BOX .......................................................... 69
BC GENERATOR TROUBLESHOOTING ......................70
EXCITING THE GENERATOR. .................................. 70
MAIN STATOR RESIDUAL VOLTAGE .....................70
TESTING THE DIODES ............................... .-~ .............71
NO-LOAD VOLTAGE ADJUSTMENT .......................71
AC HERTZ CONVERSION ......................................... 71
BC GENERATOR TROUBLESHOOTING (CHART) .......72
INTERNAL WIRING SCHEMATIC ............................ 72
TESTJNG THE EXCITER WINDINGS ...................... 73
TESTING CONTINUITY .............................................74
TESTING CAPACITORS ............................................. 74
BC ROTOR • TESTING ...............................................75
TESTING WINDINGS ................................................. 75
TESTING CONTINUITY .............................................. 75
NOTE: Page 76 has been removed from this manual
SERVICE STANDARDS AND LIMITS .......................40
ENGINE ADJUSTMENTS .................... :...................... .42
SPEED SENSOR ..........................................................42
IGNITION TIMING ......................................................42
VALVE CLEARANCE .................................................42
CAM SENSOR ..............................................................42
SPA.RK PLUGS .............................................................43
DRIVE BELTS ..............................................................43
IGNITION WIRES., ......................................................43
BLEEDING THE FUEL SYSTEM ..................................44
OIL PRESSURE ..........................................................45
MEASURING EXHAUST PRESSURE ......................... .45
IGNITION COIL·TESTING ...........................................46
POINT GAP·TESTING .................................................46
IGNITER-TESTING .....................................................46
PICK-UP COIL-TESTING ........................................... .46
BATTERY CHARGER·TESTING .................................. .47
STARTER MOTOR .......:..............................................48
SHORE POWER TRANSFER SWITCH .........................77
WIRING DIAGRAMS (#55536) .............................18:82
DC AUXILLIARY POWER ADAPTER ...........................83
REMOTE PANEL WIRING ...........................................83
REMOTE OIL FILTER .................................................84
ENGINE/GENERATOR SPECIFICATIONS ....................85
HARDWARE TORQUES (CHART) ..........................,.... 86
DECIMAUMETRIC CHART .........................................87
EXPLODED VIEW .......................................................49
SERVICING ..................................................................50
ECU-ELECTRONIC CONTROL UNIT ...........................52
SETTING/CHANGING ENGINE SPEED ................... 52
1
TESTING FOR OVERHAUL
HOW TO DETERMINE ENGINE OVERHAUL PERIOD
ENGINE OVERHAUL
Cause of Low Compression
The following sections contain detailed information
relating to the major components and systems of the engine.
Included are disassembly and inspection instructions for the
guidance of suitable equipped and staffed marine engine service and rebuilding facilities. The necessary procedures
should be undertaken only .by such facilities.
Additional detailed information and specifications are
provided in other sections of this manual, covering the
generator, alternator, starter motor, engine adjustments,
cooling pumps, etc.
Generally, the time at which an engine should be overhauled
is detennined by various conditions such as lowered engine
power output, decreased compression pressure, and increased
fuel and oil consumption. The lowered engine power output
is not necessarily due to trouble with the engine itself, but is
sometimes caused by improper oil, clogged filters or a faulty
carburetor.
The decrease in compression pressure is caused by many factors. It is, therefore, necessary to detennine a cause or causes
on the basis of data produced by periodic inspection and
maintenance. Oil analysis on a seasonal basis is a good
means of monitoring engine internal wear. When caused by
worn cylinders or piston rings, the following symptoms will
occur:
1 Low engine power output
2 Increased fuel consumption
3 Increased oU consumption ·
4 Hard engine starting
5 Noisy engine operation
These symptoms often appear together. Symptoms 2 and 4
can result also from improper fuel regulation or a faulty carburetor. They are caused also by defective electrical devices
such as the battery, starter or spark plugs. Therefore it is
desirable to judge the optimum engine overhaul time by the
lowered compression pressure caused by worn cylinders and
pistons plus increased oil consumption. Satisfactory combustion is obtained only under sufficient compression pressure.
·If an engine lacks compression pressure, incomplete combustion of fuel will take place even if other parts of the engine
are operating properly. To detennine the period of engine
overhaul, it is important to measure the engine compression
pressure regularly. At the same time, the engine speed at
which the measurement of compression pressure is made
should be checked because the compression pressure varies
with engine rpm. The engine rpm can be measured at the
front end of the crankshaft. ·
NOTE: To test engine co~ression see the ENGINE
ADJUSTMENT section of this manual.
DISASSEMBLY
1. Before disassembly and cleaning, carefully check for
defects which eannot be found after disassembly and
cleaning.
'
2. Clean the engine exterior. ·
3. Perform disassembly in a proper order using proper tools.
Keep disassembled parts in order. Apply oil when necessary. Take special care to keep the fuel system parts from ·
intrusion of dust and dirt
The engine serial
number is stamped
\ into the engine block.
.~
'
The generator serial
number is stamped
· on the top the
generator nu1~;su1g••
OVERHAUL CONDITIONS
Compression pressure tends to increase a little in a new
engine until piston rings and valve seats have been broken in.
Thereafter, it decreases gradually with the progress of wear
of these parts.
When decrease of compression pressure reaches the repair
limit, the engine must be overhauled.
The engine requires overhaul when oil consumption is high,
blowby evident,. and comp~ssion val~es are at n:Unimurn or
below. Refer to the following page for testing engine compression.
2
PCINTERFACESOFnNARE
Prior to overhaul, it is advised to operate the unit with PC
Interface Software connected to the ECU. This will help
determine system operation and whether system components
may need ~placement during overhaul.
.
TESTING THE ENGINE COMPRESSION
BY-PASSING THE ECU
DESCRIPTION
The ECU is by-passed·by attaching an electrical jumper
dirnctly to the starter motor solenoid as illustrated below.
The electrical jumper can easily be assembled using a push
button and connecting wires as shown.
ATTACHING THE ELECTRICAL JUMPER
COMPRESSION TEST PROCEDURES
6. Activate the starter motor using the push button on the
NOTE: The activation of the starter motor is a function of
the ECU (Electronic Control Unit). To by-pass the ECU, a
simple electrical jumper arrangement can be fabricated to
connect between the battery B+ cable connection on the
starter solenoid and the spade type activation connection on
the starter solenoid with a push button in this jumper to make
a circuit between these two connections and activate the
starter solenoid.
electrical jumper arrangement for the starter. Allow the
engine to crank, observing the compression gauge. Allow
the engine to crank until the gauge reaches a maximum
reading where further cranking does not produce a higher
reading on the compression gauge. Stop cranking and
record the pressure.
7. Remove the compression gauge and adapter from the #1
spark plug opening and install it in the #2 cylinder spark
plug opening and repeat step -.·6.
8. Proceed to the next cylinder and repeat step #6 until all
cylinders have been tested and there p~sures recorded.
1. Start the engine and allow it to warm up to its normal
operating temperature. Then shut it down.
2. Open the DC breaker on the unit's control box to disable
the ECU. Connect the jumper arrangement on the starter
solenoid connections.
3. Close the unit's raw water thru-hull opening. This is to
prevent the raw water pump from pumping water into the
unit's exhaust system during the test as no or very little
exhaust pressure will be present during the test to help
expel water from the unit's exhaust system during engine
cranking.
4. Remove the high tension leds from the spark plugs and
remove all spark plugs.
5. Thread the compression gauge adapter into the spark
plug opening of cylinder #1. Connect the compression
gauge to the adapter.
STANDARD COMPRESSION PRESSURE AT 400 RPM
178 PSI (12.5 KG/CM'
LOWER LIMIT· 137 PSI (9.6 KG/CM')
NOTE: A wet test can be pelformed on cylinders with "zow
compression figures. This will help determine if the iow ·
compression is the result of worn cylinders/rings or worn
valve seats/valves or both. Place a few squirts of oil into
the cylinder and the peiform the compression test on that
cylinder.
a. A dramatic rise in recorded compression value would
iridicate worn cylinder/rings.
b. A minimal rise in recorded compression value
would indicate both cylinder/ring and valve wear.
c. No appreciable rise in recorded compression would
indicate valve/valve seat wear.
Engines & Generators
3
·ENGINE TROUBLESHOOJINQ: .
The following troubleshooting chart describes certain problems
Note: When servicing the engine/generator, the main circuit
and causes relating to engine service. Also note there is a
Diagnostic Troubleshooting section.
breaker (control panel) disconnects all AC power and can be
switched off and reset manually.
Problem
. Possible Cause
Engine does not crank.
1. DC panel breaker OFF.
2.0C battery OFF3.1<2 relay faulty.
4·.Starter solenoid faulty.
. 5.0C_battery low/dead Of? LOOSEBIUTERYCABLE.
6: Wiring harness disconnected
7. Water filled cylinder.
8.DC panelS amp buss fuse is faulty.
Engine cr'anks, does not start
(engine will crank 8 seconds)
(3 crank cycles before underspeed fault occurs)
1.Fuel starVation.
2.Air in fuel system.
3.Fouled spark plugs.
4.Faulty ignition coil.
Engine starts, runs and the shuts down.
1.Fuel starvation.
2.Air in fuel system.
3.F,aulty shutdown switch/sensor.
4.Faulty fuel pump.
Engine hunts.
1.Air in fuel system.
2.Faulty fuel pump.
3.Low octane fuel (lower than 89).
4.Faulty spe~d sensor (crankshaft).
Engine ll)isfires/back firing.
1.Low octane fuel (lower than 89}.
2.Dirty air intake screen.
3.High tension ignition wires.
4.Exha:ust restriction.
5.Wom/fouled spark plug.
&.Faulty ignition coil.
7.low or no .fuel pressure. Poor quality fuel.
Engine overheats/engine temp LED is illuminated.
1.Raw water coolant flow obstruction.
2.Coolant level iow.
3.Faulty impeller.
4.Pump belt loose/broken.
5.Stuck thermostat.
&.Air in cooling system (fresh water).
Exhaust temp LEO is illuminated.
1.Loss of coolant flow/faulty pump.
2.Faulty exhaust temperature switch.
3.Faulty fire shutdown
Low oil pressure/oil pressure LEO is illuminated.
.1.0illevellow.
2.Faulty oil pressure sendor.
3.0il viscosity incorrect.
Engines & Generators
4
-.
ENGINE TROUBLESHOOTING
Problem
No DC charge to starting battery.
High DC Charge to batterY.
Starter stays energiZed after sfilit:
Possible CaiiSe
1.Circuit fuse faulty/blown (two fuses).
2.Faulty circuit connection.
3.Faulty regulator/battery charger.
4.Bridge rectifier.
5.Charge AC winding.
· 1.Battery chargltt misad]usted.
2.Faulty starter solenoid.
1. Faulty K1 relay.
2.Faulty starter solenoid.
Poor performance at generator speed.
1.Low octane fuel.
2.1ncorrect ignition timing.
3.Fuel supply issue.
4.High engine compartmenttemperature (122" F max}.
Black exhaust smoke.
1. Dirty air screen.
2.Faulty injector.
Blue exhaust smoke.
1.Lube oil is diluted.
2.Crankcase breather tube is clogged.
3.High lube oil level.
White exhaust smoke. (Check engine fault)
1.Faulty oxygen sensor..
2.Poor connection at sensor.
Check engine LED's are illuminated.
1.Diagnostic software required.
Speed LED's are illuminated-no flashing.
1.Throttle shaft sticking.
2.lntake manifold vacuum leak.
Pair of Speed LED's are illuminated"flashing.
1~AC generator overload.
2.Fuel starvation.
External alarnt LED is illuminated.
1.Loose connection.
2.Faulty fire suppression shutdown devise.
3.1ncorrect setting on shutdown device (contacts should n/c)
Engine runs for 15 +I· seconds, then shuts
down. The SPEED LED illuminates AFfER
the engine shuts down.
----·· ,..
1. Oil Pressure Switch (#037323)
2. T~Relay (053555)
1. Air in Friel System.
Engine starts, runs for 20-30 seconds then
Overspeeds. Shuts down with Overspeed
LEOs ON.
Engines & Generators
5
2.
.
.
( 0 Sensor I Low Battery )
DISASSEMBLY ·PROCEDURES ..
PREPARATION FOR DISASSEMBLY
REMOVE EXTERIOR COMPONENTS
• Clean or wash the engine exterior.
Wi~ the generator separated from the engine,
begm the following. step by step procedure to
disassemble the exterior parts.
• Do not remove or disassemble the parts that require no
disassembly.
NOTE: Mount the engine securely on a suitable engine stand.
• When disconnecting sensor wires, label and tape the ends.
1. Remove the start n:t()t~r and drive belt.
Label the wires and cables.
2. With the hoses disconneeted, removethethermostat
housing and housing gasket, leaving the temperature
sender in place.
3. Remove the magnetic pick-up from the bell housing.
4. Remove the bell housing and the circuit breaker/
pre-heat solenoid mounting bracket
Remove the engine back plate.
5. Remove the oil filter, oil cooler, oil hoses and mounting
bracket. Make note of the hose arrangements.
6. Remove the engine tncmilted raw water pump~
complete with its adapter mounting plate. See RAW
WATER PUMP for parts breakdown.
8. Remove the engine beat exchanger and exhaust elbow.
Refer to HEAT EXCHANGER ExHAUST MANIFOLD
in this manual.
9. Remove the fresh water cooling pump. Refer to
• Perform disassembly in a proper order using proper tools.
Keep disassembled parts in order. Apply oil when
necessary. Take special care to keep the fuel system parts
from intrusion of dust and dirt.
• Pans must be restored to their respective components from
which they were removed at diSassembly. This means that all
parts must be set aside separately in groups, each marked for
its component, so that the same combination or set can be
reproduced at assembly.
• Pay attention to marks on assemblies, components and
parts for their positions or directions. Put on marks, if
necessary, t6 aid assembly.
• Carefully check each part or component for 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 and cleaning.
COOLANT CmCUIATING PUMP in this' manual.
6
ENGINE ASSEMBLY
GENERAL INFORMATION
• Be careful not to mix bolts and nuts. Metric and S.A.E.
bolts are used on various engine assemblies.
• During assembly, recheck clearances and insure that parts
are being assembled in their proper order and facing in the
correct direction in relation to the engine block, such as,
pistons, piston rings, bearings and bearing caps.
• Apply lubricating oil to moving parts during assembly.
Insure that moving parts, when assembled on the engine,
rotate or slide and are not subject to binding or
excessive tension.
• If there are mating marks scribed during disassembly,
reference them correctly for assembly.
• Use new gaskets, lockwashers, 0-rings, packings and seals.
• Tighten the bolts and nuts on important parts of the engine
to specified torques using a reliable torque wrench.
• When required, use liquid sealants when required on nuts,
bolts and gaskets. Refrain from using tape sealants.
• Most gaskets and many bolt washers are asymmetrical,
make certain they are positioned properly.
Torquing Hardware
Prevent mechanical damage by running fasteners dowri in
three steps-1/2, 2/3, and 111 torque. Exceptions are torque-toyield bolts and rocker arm shaft fasteners. The former are
torqued as indicated. The latter-rocker shaft fasteners-should be
brought down in very small increments, working from the
center bolts out. Gaskets, especially head gaskets, might be
damaged during assembly, they should be positioned with great
care. See TORQUE SPECIFICATIONS thru out this manual.
When installing gaskets that seal around water (coolant)
passages, coat both sides with WHITE SILICONE GREASE.
Do not use sealant when installing a new gasket.
HIGH-COPPER ADHESIVE SPRAYS are useful for holding a gasket in position during assembly.
Specialized gasket sealers such as HYLOMAR work well in
applications requiring non-hardening properties. HYLO~
is particularly effective on copper cylinder-head gaskets and
resists fuel, oil , and water.
NOTE: TAPE SEALANTS should be used on pipe plugs and
fitting that connect water coolant passages.
Bolts and Fasteners
Lightly oil head bolts and other fasteners as you assemble
them. Bolts and other plugs that penetrate the water jacket
should be sealed with PERMATEX #2 or HIGH TACK.
When assembling the flywheel, coat the bolt threads with
LOCTI1E blue.
LITIIIUM based grease is waterproof, ideal for water pump
bearings and stuffing boxes.
Antiseize compounds and thread locking adhesives such as
LOCTI'IE protect threaded components yet allow them to
come apart when necessary. LOCKTI'IE offers levels of
locking according to the job.
Heavily oil all sliding and reciprocating components, always
use clean engine oil.
Sealants and Lubricants
Oil based PERMA'IEX #2 and its HIGH TACK equivalent are
excellent all purpose sealers. They are effective in just about
any joint in contact with coolant, raw water, oil, or fuel. A light
coating of oil or LIQUID TEFLON can be used on rubber
gaskets and o-rings.
LOCTITE hydraulic red sealant should be used on oil adapter
hoses and the oil filter assembly.
Coat both surfaces of the oil pan gasket with high temp RED
SILICONE SEALER.
7
GENERATOR/ENGINE DISASSEMB.LY_
DESCRIPTION
tJmastenthe·genetator from'its mouritingnn1s ot the .
mount:fug raiis from the platform and remove the generator
The MCG generator models are not bulky ot_ extremely
heavy (330~3701bs. With reasonable e:ffott, it can be
removed from its location in the vessel.
Thm OFF the DC_ battery power for the generator.
Disconnect the DC battery cables, Disconnect theAC output
connectiOn from the genertitor'sACbreaker: Uripl'ug any
remote Starl!Stop panel connection;
Close OFF the raw· watersea:.;cock
disconnect ibe ra\v
water supply at the rawwaterpunip. Separate 'tt¢ eXhaust at
the water injected eXhaust elbow. Shtit OFF the fuel supply
and disconneCt the supply at the inlet connection at the ·
engine. Be consCious of fuel spillage.
from the ·bOat.
Once the generator is securely mounted on the work bench,
drain the engine oil and coolarit.
.
Disconnectand
the eontrolpanel With wiring
harness.. Label an connections· S() they·ciin be properly
reconnected. Take ·digital photos ifneedoo.
remove
and
SEP.ERATiNGTHE·GENERATOR•FROM'·THE·ENGINE
1. Reri:IOve the Lou~ered COvet.
2. Remove the nuts/washets from the three securing Studs.
(On sOme uni~s, the hex nut is part ofthe stud).
3. Carefuily work the Bearing· Support Housing off the
R<)tor earner Beating~.
4. Slide the Generators Housing away from the Adapter
Pla~e
5.
COOLANT DRAIN •
LOCATED JUST BELOW
THE INTAKE MANIFOLD
and RotOr.
Unbolt the Rotor Assembly from the Flywheel.
6. Unbolt the Adapter Plate froni the Back Plate.
7. Unbolt.theFlywhed.
REMOVE USING AN BMM (11/16'7 SOCKET
TO DRAIN THE OIL OR PUMP THE WARMED ·
OIL UP THRU THE HOSE.
Set all generator components aside for cleaning, inspection,
testing and painting as tnay be needed and cover!
GENERATOR BAGK·END
SEE SPECIAL TOOLS FOR
DISASSEMBLING THE
GENERATOR COMPONENTS
BC GENERATOR
-COMPONENTS
TYPICAL BC GENERATOR
BACK-END ASSEMBLY
NOTE: For serviCing and testing of the back~ehd (generator),
refer to the GENERATOR section in this ttu:cn:tt4l.
NOTE: There is a re~con AC generator exchange program.
Contact your WESTERiJEKE Dealer.
Engines & Generators
8
ENGINE DISASSEMBLY
OIL FILTER ASSEMBLY
TO COOLANT
RECOVERY TANK
-1'<1/'
BRACKET
GASK.ET
THERMOSTAT
ASSEMBLY
~
OIL.FILTER ASSEMBLY
Remove and properly dispose of the oil filter. Disassemble
the oil ~allecy casting from the engine being careful to dean
up !lilY spilled oil. Clean the interior pl!Ssage"in the casting,
cove:r an!f.s~t aside,
EXHAUST ELBOW
NOtE: Refe; to the Table of Contents for the dis£L$sembly and
THERMOSTAT.
Remove the thermostat assembly and clean the interior
chambers. Inspect the seal in the pressure cap. Properly
align the gasket and bleed hole in the thermostat with
notch_in housing when reassembling.
servicing. of the engine's Coolant Circulating Pump andthe
removal ofthe ~haust Manifold and Elbow Casting.·
DisTRIBUTER
RAW WATER eUMP
·· ·....; '_ '·':.'. __,,, •i .:,:' ··.· · ·
r'''··
~,·--.
....
Detl.Ch and remove the ignition wires,. the distrl.butor and .
spark plugs. Refer to DISTRIBUToR DISASSEMBLY in the
manual. See ENGINEADJUSTMENTS for infomiation on
ignition wires_~d spark plllgs.
·-
:'. ·.; •• ' ..
Loose~ fu~ taW Water pump, re!l10Ve the drive beit and then
remove the raw water pump. _Refer to the Table of CoritentS
for the ·exploded Parts Drawing.
RAW WATER
PUMP
9
DISASSEMBLY OF FUEL SYSTEM COMPONENTS
REMOVING ASSEMBUES
The fuel system components can be removed as assemblies
by simply unbolting their brackets from the engine. Unplug
the fuel injectors and wiring harness connections and disconnect the fuel lines and coolant hoses.
Mark and label the connections for re-assembly.
NOTE: Coolant hoses and fuel lines may need·to be drained
off as they are disconnected.
A CAUTION: Clean up spilled fllel immediately and
dispose of rags properly.
Remove all the bolts and nuts that fasten the brackets to the
engine. The components can then be removed as complete
assemblies, covered over and set aside. This allows full
access to the engine block.
~
.
~
1
I
'I
THE FUEL RAIL AND INTAKE MANIFOLD
INJECTORS CAN BE REMOvt:D AS AN
ASSEMBLY BY REMOVING THIS BRACKET. ;
THE TIMER IS MOUNTED ON A
BRACKET JUST ABOVE THE FUEL
CELL THE TIMER FUNCTION IS TO
TERMINATE DC VOLTAGE TO THE
FUEL PUMP AT ENGINE SHUTDOWN.
FUEL PUMP:
AND FUEL
MODULE
ASSEMBLY
FUEL FILTER ASSEMBLY
THE FUEL PUMP AND FUEL MODULE
CAN BE DISASSEMBLED FROM THE
ENGINE AS AN ASSEMBLY BY
REMOVING THE BRACKET.
FUEL SYSTEM COMPONENTS
Engines & Generators
10
Incoming fuel (from the owner installed Gasoline Water
Separator/Filter) is pumped thru the Inlet Fuel Filter into the
Fuel Module by the Electric Fuel Pump. The fuel is cooled
as it circulates thru the Fuel Module and then is pumped by
the Elf!ctric Fuel Pump to the High Pressure Pump Modide
and to the Secondary Fuel Filter. The fuel passes to the Fuel
Rail and is delivered (utider pressure) to the Fuel Injectors.
TIMING BELT DISASSEMBLY
NUMBERS INDICATE THE
SUGG!STED ORDER OF
DISASSEMBLY
1 TIMING
COVER A
12BOLT
TORDiJE 98 • 105 FT-LBS
TIMING BELT ADJUSTMENT;
INSPECTION AND REPLACEMENT
CAN BE PERFORMED WITH
ENGINE IN THE BOAT
135·145Nm
INSTRUCTIONS FOR INSPECTING AND REPLACING
THE nMING BELT
WESTERBEKE requires as normal mafutenance, replacing
the timing belt after 1000 engine operating hours. The timing
belt should always be replaced during an engine overhaul.
The adjustments, inspection, and replacement procedures
may be perfoxmed without removing the generator from the
boat THE TIMING BaT PART NUMBER IS #043036
OD 0.311n [8 mml
Timing Belt Removal
3. Loosen the timing belt tensioner nut
1. Thm the crankshaft clockwise to align the timing mark on
the camshaft sprocket and timing belt rear cover.
NOTE: Always tum the crankshaft clockwise.
4.
2. Remove the plug on the left surface of the cylinder block
and insert a rod with a diameter of 0.31 in (8 p'Ull) to lock
the counterbalance' shaft
·
NOTE: Be sure to use an inserting rod with a diameter of
0.31 in (8 mm).
Engin!!_s ~-Generators
11
CRANKSHAFT
SPROCKET
TIMING BELT DISASSEMBLY
5. Remove the timing belt.
NOTE: If the timing belt is to be reused, draw an anvw on
the belt to indicate the direction of rotation (clockwise).
Crankshaft Bolt Removal
1. Lock the crankshaft in position.
NOTE: Do not tum the crankshaft
2. Remove the crankshaft bolt.
nmlng BeH Inspection
Replace the belt if any of the following conditions exist:
• Hardening of the back rubber, leaves no indent when
pressed with fingernail (back side is glossy).
•
•
•
•
•
Cams~aft Sprocket Removal
1. Remove the camshaft sprocket bolt without turning the
camshaft.
Cracks on rubber back.
Cracks or peeling of canvas.
Cracks on tooth bottom.
Craeks on belt
Abnormal wear of belt sides. The sides are normal if they
are sharp as if cut by a knife.
• Abnormal wear on teeth.
• Tooth missing and canvas fiber exposed.
Oil Pump SprockJtt Flange Nut Removal
1. Remove the oil pump sprocket flange nut
5.
6.
RUBBER
TOOTH MISSING
AND CANVAS
FIBER EXPOSED
EXPOSED---boo
7.
8.
Tensioner Inspection
L Replace the tensioner if the pulley binds, rattles or is noisy
when turned.
Engines &_Jienerators
·12
ENGINE TIMING BELT
Flange Installation
Tensioner Spring/Timing Tensioner Installation
1. Mount the flange so that its side shown by the heavy
arrow in the illustration faces toward the sprocket.
1. Install the tensioner spring and timing belt tensioner.
2. Hook the tensioner spring onto the bend of the timing belt
tensioner bracket and the stopper pin on the cylinder block.
3. Move the timing belt tensioner as close as possible to the
water pump; temporarily tighten the tensioner nut.
FLANGE
-~
A-rriKSHAFT
WASHER
Crankshaft Bolt Installation
1. Lock the crankshaft
NOTE: Do not tum the crankshaft,
2. Tighten the crankshaft bolt to the specified torque.
Oil Pump Sprocket Flange Nut Installation
1. Insert the round .bar into the plug hole in the left side of
the cylinder block to keep the counterbalance shaft from
turning.
2. Install the oil pump sprocket.
3. Tighten the nut to the specified torque.
.
d
D
Timing Belt Installation
1. Align the triangular marking on the camshaft sprocket
with a marking on the timing belt rear cover.
2. Align the notch in the crankshaft sprocket flange with the
marking on the front case.
3. Align the triangular marking on the oil pump sprocket
with the marlcing on the front case, and then insert a 2.56 in.
(65 mm.) or longer, 0.31 in (8mm.) diameter round bar into
the plug hole in the left side of the cylinder block.
Camshaft Sprocket Bolt Installation
1. Tighten the bolt to the specified torque.
CAMSHAFT BOLT TORQUE 58 ·72 fl·lbs (SO ·100 Nm)
NOTCH IN CRANKSHAFT
SPROCKET
MARK ON FRONT CASE
SPROCKET BOLT
Engines & Generators
13
ENGINE TIMING BELT
At this time, check that the moveable range of teeth on the
oil pump sprocket is according to specifications.
STANDARD VALUE: 4 to 5 teelh in forward direction.
1 to 2 teelh in reverse direction.
8. Thrn the crankshaft clockwise by nine camshaft sprocket
teeth (81 j to align the timing mark on the camshaft
sprocket with the tensioner set mark on the timing belt
rear cover.
A CAUTION: This operation Is pedonned to give a
pmper tension to the timing belt, so do not tum the
crankshaft COIInterclockwise and push the belt to
check the tensiDn.
4. If the movable range of the teeth on the oil pump sprocket
exceeds the specified range, correct as follows:
a. Pull out the round bar from the plug hole in the left
side of the cylinder block.
b. Thm the oil pump sprocket one turn at a time until the
round bar can again be inserted.
c. Check that the movable range of the oil pump sprocket
is in the specified value.
·
5. Set the timing belt over the crankshaft sprocket and then
over the oil pump sprocket and camshaft sprocket, in that
order.
NOTE: Ensure that the tension side of the timing belt is not
slack. Keep the round bar inserted until the timing belt has
been placed. After this step, be sure to remove the round bar.
6. Apply counterclockwise force to the camshaft sprocket to
make the belt taut on the tension side, and make sure that
all timing marks are lined up.
9. Make sure that th~ timing belt teeth are engaged with the
camshaft sprocket teeth along the portion of the sprocket
shown by the curved arrow in the illustration below. Then
tighten the tensioner nut.
lO.Pull the timing belt in the center of the tension side
toward the sealing gasket line for the belt cover, as illustrated. Make sure that the clearance between the back of
the belt and the sealing line is the standard vaJ.ue.
STANDARD VALUE: 0.4Ttn. (12mm)
D.471n [12 mmJ
CAMSHAFT SPROC
TENSION SIDE
7. Loosen the temperorarily tightened tensioner nut on the
water pump side 1 or 2 turns, and tension the belt making
use of the spring force.
ll.Pull out the rod from the plug hole on the left surface of
the cylinder block and apply the specified sealant. Then
tighten the plug to the specified torque.
Specified sealant value: 3M A1D Part No. 8660 or
equivalent.
TIGHTENING TORQUE: 11·16 ft.lbs. (15·22 Nm)
14
CYLINDER HEAD AND VALVES
4 CYLINDER HEAD
TORDU£43- 51 FT-LIJS
60-lONm
NUMBERS INDICATE THE
SUGGESTED ORDER OF
DISASSEMBLY
CYLINDER HEAD BOLTS
LOOSENINf.! SEQUENCE
Remove the valve retainers, valve springs and valves from
the cylinder head. When removing each valve retainer,
depressing the retainer against the valve spring and remove
the retainer lock. Identify each valve by putting a mark
indicating the number of the cylinder from which the valve
was removed.
REMOVING THE CYLINDER HEAD
FROM THE CYLINDER BLOCK
Disassemble the cover bolts as shown above, taking care not
to lose the washer and insert. Remove the rocker cover and
rocker cover gasket.
Loosen each of the cylinder head bolts, a little at a time so
as to avoid the possibility of distorting the cylinder. Repeat
several times until the bolts are unfastened. Follow the
sequence shown in the diagram.
,
~~
Remove the cylinder head and the cylinder head gasket.
KEEP THE PARTS'
IN ORDER ACCORDING
TO THE CYLINDER
NUMBEREXHAUST
AND INTAKE
~
WESTERBEKE
Engines & Generators
15
)..6)
~\
CYLINDER HEAD AND VALVES
VALVE ASSEMBLY INSPECTION
Valve StemNalve Seat
Use pliers to remove the valve stem seals. Do not reuse the
stem seals.
If the valve stem is bent or worn, replace the valve. Check
contact between the valve and valve seat by applying a thin
coat ofPrussion Blue (or Redhead) on the valve seat contact
face, then insert the valve into the valve guide and press-fit
the valve on the valve seat. Do not rotate the valve.
Check if the valve seat contact face contacts the center position ef the valve contact face. If it is not correct concentric,
correct the valve seat. If the margin is out of the limit, replace
the valve.
CYLINDER HEAD INSPECTION
Before cleaning check the cylinder head for water leaks,
cracks and other possible damage.
Clean by completely removing the oil, scaling, carbon and
sealant After flushing the oil passage, blow air thru to ensure
that no portion of the oil passage is clogged.
To check the cylinder head bottom surface for flatness and
distortion, as indicated in the diagram, use a straight edge
and a feeler gauge. If distortion exceeds the limit correct
by grinding.
THICKNESS OF VALVE HEAD MARGIN
standard
Intake
D.0391n (1.Dmm)
Exhaust
D:D51in (1.3mm)
Umit
0.0201n (r0.5mm)
O.D311n (O.Bmm)
CONTACT WllH
VALVE SEAT
!It be at center
of seat)
---r
• VALVE
LENGTH
VALVE LENGTH: Intake 3.961ln (100.6mm)
'Exhaust 3.968in (1 oo.amm)
VALVE SEAT WIDTH OF CONTACT·
Standard
0.0361n- 0.051 (0.9 -1.3mm)
Valve Spring
Measure the free height of the valve spring and replace the
spring if it is out of limit.
VALVE SPRING FREE LENGTH
standard 1.8231n (46.3mm)•_ _ _ _ Limlt
CHECKING CYUNDER HEAD FLATNESS
1.783in (45.3 mm)
I
CYLINDER HEAD flAlNESS
Standard
O.OD191n (0.06mm)
Limit O.DD791n (0.2mm)
CYLINDER HEAD GRINDING UMIT .
D.0079in (D.2mm}
Total resurfacing_ depth of cylinder head and block
Also check the spring for squareness and if it exceeds the
limit replace the spring.
CYLINDER HEAD HEIGHT (NEW)
'VALVE SPRING SQUARENESS
4.287- 4.2961n (108.9 -109.1mm)
A CAUTION: No more than 0.079Jn (0.2mm) of
stock may be removed from the cylinder head and
cylinder block mating surfaces In total.
See the STANDARDS AND UMll'S CHART for cylinder
head rework dimensions of the valve seat hole.
Engines & Generators
16
CYLINDER HEAD AND VALVES
Valve Stem and Guides
Measure the clearance between the valve guide, ana the valve
stem and , if the clearance exceeds the limit, replace the
valve guide or valve, or replace both.
VALVE STEM
SEAL INSTALLER
~
Valve .Springs
MEASURING VALVE
STEM DIAMETER
Install the valve spring with it's enamel coated side toward
the rocker ann side.
VAlVE STEM TO VAlVE GUIDE CLEARANCE
Standard
Intake 0.0008· O.OOZOin (0.02- 0.05mm)
ENAMEL
COATEO
· SIDE
EX!Iau:st 0.0026- 0.0033in {0.0050 - tUIOSSmm}
Umlt
Intake 0.0039in (0.10mm)
Extlau:st 0.0059ln (0.15mm)
VALVE STEM OUTER DIAMETER
0.2585 ·.0.25911n (6.565 • 6;58Dmm)
Staridani
lnta.ke
0.2571 • 0.2579in (6;530-· 6.55Dmm)
Exhaust
Valve Seat Reconditioning
Before correcting the valve seat, check for clearance
be~een the valve guide an(l the valve. replace the valve
gUide if necessary.
·
To recondition, use a valve and seat cutter and a pilot or a
seat grinder, repair so that the seat width and seat angle are
the specified configuration.
After correction~ the valve and the valve seat should be
lapped with lapping COJilpound.
REMOVING
RETAINER
LOCKS
VALVE SEAT CONTACT WIDTH
.035 • .051 In [0.9 • 1.3 mmJ
Cylinder Head Gasket
Clean the residue of gasket and oil from the gasket mounting
surface of the cylinder block and the cylinder head.
Place a new cylinder head gasket on the cylinder block
faCing its identification mark upward.
INSTALLATION
Valve Stem Seal
·J.D.
MARK
Install the valve spring seat, then using the valve stem seal
installer, install a new stem seal to the valve guide.
Do not use the old valve stem seal.
NOTE: Use the installer tool to insert the stem seal,' improper
installation can cause oil to leak into the cylinder.
CYliNDER HEAD GASKET
17
CYLINDER HEAD
Cylinder Head Bolts
Tighten the cylinder head bolts in the order shown in the diagram using a stepped-up tightening torque.
1. Temporarily tighten the bolts in numerical order to 14. 22ft-lbs (20 - 30 Nm).
2. Tighten the bolts again in numerical order to 29 - 36ft-lbs
(40- 50Nm).
3. Tighten the bolts in numerical order to the specified
torque.
CYLINDER HEAD TORQUE
INTAKE SlOE
2
¢::J
ENGINE FRONT
43 -51ft-lbs (60- 70Nm)
Rocker Cover
Install the rocker cover using a new gasket (slightly coat both
sides with clean oil). Gradually tighten the cover bolts to the
specified torque making certain the cover gasket is positioned
properly.
ROCKER COVER BOLT TORQUE (&mm BOLT)
2.9- 5.2 ft-lbs (4- 7Nm)
Engines & Generators
18
EXHAUST SlOE
CYUNDER HEAD BOLTS
TIGHTENING SEQUENCE
CAMSHAFT AND ROCKER ARMS
TORQUE 21 • 25 FT·LBS
TORQUE21·25Ft-Lbs~SSNm ~
NUMBERS INDICATE THE
SUGGESTED ORDER OF
DISASSEMBLY
~
21-35Nm
I
®
1QROCKER ARM
EXHAUST
14CAMSHAFT
INSPECTING THE CAMSHAFT
L Vlsually inspection the camshaft for cracks and damage.
, If necessary, replace the camshaft.
NOTE: If the damage is slight, you may be able to correct the
camshaft with an oil soaked fine emery grindstone. Take
special care to not damage the original cam form.
2. Inspect the camshaft journal and, if wearing exceeds the
limit, replace the camshaft.
CAMSHAFT HEIGHT
Intake
t1
12
#3
Exhaust
t1
12
13
STANDARD
1.38151o (35.09mm)
1.3807io (35.07mm)
1.3803io (35.06mm)
1.38391n (35.15mm)
1.3831in (35.13mm)
1.3854in (35~19mm)
UMIT
1.361Bio (34.59mm)
1.3&10io (34.57mm)
1.3&06io (34.5&mm)
1.3&421o (34.65mm)
1.36341o (34.63mm)
1.36571n (34.69mm)
CAMSHAFT JOURNAL DIAMETER
STANDARD 1.6118 -1.612410 (40.940 • 40.955mm)
c:r:-~0
CHECK JOURNAL BEARINGS
FOR WEAR DAMAGE
HEIGHT
_l_
Camshaft
NOTE: If the Journal is seized, also check the cylinder head!
3. Measure the cam height and, if it is less than the limit,
replace the camshaft.
4. Inspect the clearance between the camshaft journal and
the camshaft support bore as follows:
a. Measure the camshaft journal diameter and the
camshaft support bore.
b. Calculate the clearance and replace the camshaft or
cylinder head if the clearance exceeds the limit.
BEARING OIL CLEARANCE
STANDARD
Engines & Generators
19.
MEASURING
CAMSHAFT HEIGHT
0.0018 • 0.0033in (.045 • 0.085mm)
CAMSHAFT AND RO-CKER ARMS
Rocker Arm
3. Measure the end play of the camshaft by inserting a
feeler gauge in the gap between the rear of the thrust
_plate and the new front camshaft journal.
Check each component part of the rocker arm assembly and
carefully inspect the individual rockers where the arrows
indicate.
END PLAY Standard: 0.0020- 0.0098 in ( 0.05- 0.25mm ).
ROCKER ARM
INSPECTION
Inspecting Clearance Rocker Arm And Shaft
Check the clearance between the rocker arm and shaft and, if
it exceeds the limit, replace the rocker arm or shaft.
ROCKER ARM CLEARANCE (ROCKER ARM TO SHAFT)
Standard
0.0005 • 0.0017in (0.012 • 0.043mm)
Limll
0.004in (0.1mm)
4. Using the oil seal installer tool, install the front oil seal in
the cylinder head.
Rocker Shaft
1. Inspect the rocker shaft where the rocker arms sit for
water and damage. Replace the shaft if worn.
2. Measure the shaft length and the shaft outer diameter
(O.D.). If the shaft fails to meet the standards, replace
the shaft.
ROCKER SHAFT LENGTH'standard
ROCKER SHAFT 0.0.
Standard
~
OIL HOLES
9.1341n (232mm)
0.6687- 0.66921n (16.985 -16.998mm)
~~II or]
I
5. Install the rocker arm/rockershaft assembly. Install the
rocker shaft so the portion shown in the diagram is
located on the front.
OIL HOLES
BOLT HOLE
INSTALLATION
1. Apply a coating of engine oil to the camshaft journals
and cams and insert the camshaft through the rear of the
cylinder head.
2. Install the camshaft thrust plate as shown in the diagram .
tighten the bo}ts to the specified torque.
THRUST PLATE BOLTTORQUE
7- 91t-lbs (10 -12Nm)
FRONT
BOTTOM VIEW
. OIL HOLE
6. Tighten the rocker arm shaft bolts (4 bolts) uniformly and
then to the specified torque.
TORQUE
ROCKER ARM SHAFT BOLT TORQUE
BOLT
Engines & Generators
20
21 • 25ft·lbs (29 • 35 Nm)
PISTONS AND CONNECTING RODS
111 PISTON RING
ft PISTON RING
ARROW
FRONT MARK
OLT
STOPPER
NOTCH
CYLINDER
NUMBER
NUMBERS INDICATE THE
SUGGESTED ORDER OF
DISASSEMBLY
REMOVING THE CONNECTING RODS/PISTONS
Thrn the engine over and remove the connecting rod bearing
caps and the connecting rod bearings, note the markings on
the bearing cap and keep the disassembled parts (connecting
rod, rod cap, piston, etc. classified by cylinder. If the marks
are worn away be certain to remark them.
Disassemble the Pistons
Using the ring remover, remove the piston rings. While
removing the piston rings, note the order they are removed
and which side of the ring faces the piston crown.
Remove the Piston Pins
Insert the special tool, push the rod, and guide B into the
piston pin then set the piaton and connecting rod assembly
on the pin setting base. Make certain that the front (arrow)
stamped on the piston top surface faces upwards. Using a
press, drive out the piston pin.
NOTE: Keep the disassembled piston. piston pin a:nd
connecting rod in order according to the cylinder number.
21
PISTONS AND CONNECTING RODS
Check the piston ring for damage, wear, seizure and bends
replacing the rings if anything unusual is noted. Always
replace the piston rings when installing a new piston.
PISTON PIN INSPECTION
Reinsert the piston pin into the piston hole with your thumt>~
You should feel a slight' resistance, if the bore is misaligned·
the pin will click or bind as it enters. Try the pin from both
· sides. Replace the piston if the pin can be too easily inserted
or if there is excessive play.
FEELER GAUGE
NOTE: The piston pin and piston are replaced as an assembly.
Measure the outside diameter of the piston pin.
PISTON PIN 0.0.0.&300 • 0.&3021n (16.001·16.007mm)
RING SIDE
CLEARANCE
Check the clearance between the piston ring and. the ring
groove, if it exceeds the limit, replace the rings, the piston
or both.
Pistons
Check the piston surfaces for wear, seizure, cracks and
streaking. If any damage is evident, replace the piston.
Inspect the oil return hole in the oil ring groove and the oil
hole in the piston boss. Clean the piston if these are clogged.
Check the piston pin hole for signs of seizure or damage.
Replace the piston if damage is evident Measure the piston
diameter at 90° (perpendicular) to the pin bore axis.
PISTON RING SIDE CLEARANCE
Standard
No.1 ring
0.0012 • O.OD28tn (0.03 • 0.07mm)
No.2 ring
0.0008 • O.D024ln (0.02 • O.O&mm)
Connecting Rod Bearing
Visually check the surface of the bearing. Replace those
which are lopsided, streaked or seized. When streaks or
seizure are excessive, check the crankshaft. If damage is
discovered on the crahkshaft, either replace it or reuse after
undersize machining. If the connecting rod bearing indicates
severe thermal damage, replace the bearing.
Measure the inner diameter of the connecting rod bearing
and the outer diameter of the crankshaft pin. If the gap (oil
clearance) exceeds the limit, replace the bearing, and, if necessary, the crankshaft...or undersize machine the crankshaft
and replace the bearings with an appropriate undersize type.
PISTON 0.0.2.5579 • 2.559110 (64.97 • 65.00mm)
If the piston diameter is less then the standard replace
the piston.
NOTE: The piston and piston pin are replaced as an assembly.
Piston Rings
Insert the piston ring into the cylinder bore placing it against
the top of the piston head and pressing it in. When it marks a
right angle, measure the piston ring gap with a feeler gauge.
When the gap is too large, replace the piston ring.
CONNECTING ROD BEARING OIL CLEARANCE
Standard
0.0008-0.0018 in (0.021.· (0.045 mm)
PISTON RING GROOVE
standard
No.1
0.0480 • 0.04881n (1.22 ·1.24mm)
No 2
0.0476 • 0.0484ln (1.21 ·1.23mm}
Oil
0.1108 • 0.1116in (2.815 • 2.835mm)
PISTON RING END GAP
No.1
No.2
Oil
PISTON
Sta~ilard
Limit
0.0059 • 0.01181n (0.15 • 0.3Dmm)
0.0138 • 0.0197in (0.35 • 0.50mm)
0.008- 0.028ln (0:2 • 0.7mm)
O.Bmm (0.0315in)
O.Bmm (0.0315in)
1..0111m (0.03941~)
PISTON RING GAP
limit
0.0047in (0.12mm)
0.0039in (0.1Dmm)
Engines & Generators
22
limit
D.004in (0.1mm)
PISTONS AND CONNECTING RODS
Oil Ring
NOTE: See Crankshaft/Bearing section for measuring the oil
clearance with a Plastigauge.
Use a rod aligner to check the connecting rod for bend and
twist.
CONNECTING ROD BEND LIMIT
Assemble the oil ring spacer into the piston ring groove.
Then, after assembling the upper side rail, assemble the
lower side rail.
0.004in (0.05mm)
NOTE: There is no difference between the upper and lower
side rails or the spacers. '//~"/
//,
m
SIDERAIL
~~--'----~
SPACER
The chart below identifies the color coding bn new spacer
and side rails according to size.
SPACER AND SIDE RAIL CODING
SIZE
Color Identification
S.T.D.
CONNECTING ROD TWIST LIMIT
0.004in (0.1mm)
CONNECTING ROD BIG END TO CRANKSHAFT SIDE CLEARANCE
Standard
O.Otl39- 0.0098in (0.10 • 0.25mm)
CONNECTING ROD CENTER LENGTH
limit 0.16in (0.4mm)
Standard
4.0138 • 4.01781n (101.95 ·102.05mm)
ASSEMBLY
Piston Connecting Rod, Piston
ti.OD98in (0.25mm) Oversize
0.0197in (0.50mm) Oversize
0.0295in (0.75mm) Oversize
O.D394in (1.00mm) Oversize
Install the three-piece oil ring in the piston. Then, make
certain the side rails move smoothly in both directions. The
side rail my be easily installed by pushing it in with your
finger after fitting the one end over the piston groove. Do not
use an expander ring on the oil ring.
END OF SIDE RAIL
Using the special tool (pin setting base) assemble the
piston and connecting rod and press-in the piston pin. First,
install the piston pin into the special tool,
PUSH
ROD
Two Blue Lines
One Red Line
Two red lines
One Yellow Line
FRONT MARK
Piston Rings
Use a piston ring expander and install the piston rings with
the marker and size marks facing up toward the piston top.
Notice the difference in shapes between No.1 and No.2 ring.
GUIDE A
Set up the piston and connecting rod on the piston pin setting
base. Make sure that the front marks are facing up. Apply
engine oil to the outer circumference of the piston pin and
insert the pin, Guide A and the push rod (assembled) into the
piston and connecting rod.
Using a press, load the push rod top end and press-fit the
piston pin in the connecting rod. The piston pin is press
fitted in the specified position by press-fi~ng the Guide A
bottom end surface until it is seated on the bottom surface of
the base. If the press-fitting load is out of the specification,
replace the pin (piston assembly) or connecting rod, or both.
PISTON PIN PRESS-FITTING LOAD
1 - - - - - . . / - 1 1 PISTON RING
~~112PISTONRING
1102 • 33071bs (5000 -15000Nm)
Engines & Generators
23
PISTONS AND CONNECTING RODS
Installing the Piston Assembly
Apply an ample amount of oil to the outside surfaces of the
piston and the piston rings. Position the piston rings and oil
ring (side rail spacer) end gaps as shown.
N0.3
N0.2
I----
~
SIDERAIL
/1
N0.-1
FRONT+
~
12 SPACER
~
/)
CRANKSHAFT PIN DIAMETER
Journal Diameter
Identification marks
1.4171 ·1.4173in (35.995 • 36.000mm)
(1) //\
1.4167 ·1.4171 in (35.985 • 38.995mm)
(2) 8
1.4165 ·1.4167in (35.980 • 35.985mm)
(3)
-:;:::::?"SIDE RAIL
Insert the piston and connecting rod assembly into the
cylinder, working from the arrow mark on the piston top
toward the camshaft spx;ocket side.
c
CONNECTING ROD BIG END INNER DIAMETER
Identification Marks
0
I
II
FRONT
Big End Inner Diameter
1.5354 ·1.5356in (39.000 • 39.005mm)
1.5356 ·1.53601n (39.005 • 39.015mm)
1.5360 ·1.53~21n {39.015 • 39.020mm)
CONNECTING ROD BEARING THICKNESS
ARROW
MARK
Securely pressing the piston ring with the ring band, insert
the piston and connecting rod assembly into the cylinder.
Keep in mind that the piston ring may be damaged if hit too
strongly.
Identification Color
Brown
Blue
Bearing Thickness
0.0586 • 0.0588in (1.488 ·1.493mm)
0.0588- 0.0590in (1.493 ·1.498mm)
0.0590- 0.05921o (1.498 -1.503mm)
CONNECTING ROD BEARING SELECTION TABLE
WBRICATE WITH OIL
Crankshaft Pin
Identification Marks
(1) //\
Connecting Rod Bearing
ldentlfacatlon Marks
Brown
I
Brown
n
m
(2)
(3)
8
[
I
Brown
m
Blue
li
I
1I
m
Crankshaft/Bearing Assembly
Blue
Blue
IDENTIRCATION
COLOR
When the bearings are to be replaced, select the appropriate
bearings for assembly according to the identification marks
for the crankshaft and the connecting rod.
IDENTIFICATIO
MARK
CRANKSHAFT
CONNEGnNG ROD
STOPPER'
NOTCH
Engines & Generators
24
CYLINDER
NUMBER
PISTONS .AND CONNECTING RODS·
Installing the Connecting Rod Bearing Caps
Since the connecting rod cap bolts and nuts are torqued
using the plastic area tightening method, the bolts should be
examined before reuse. If the bolt threads are "necked
down", the bolt should be replaced.
Necking can be checked by running a nut with fingers to the
full length of the bolt threads. If the nut does not run
smoothly, the bolt should be replaced.
Before installation of each nut, apply clean engine oil to the
thread portion and bearing surface of the nut
Install each nut to the bolt and tighten it with your fingers.
Then tighten the nuts alternately to install the cap properly.
Tighten the nuts to the proper torque.
CAP NUT TIGHTENING TORQUE
11+90" turn (15Nm +90" tum)
A CAUTION: If the cylinder head has been installed
before installing the connecting rod cap nut, remove
the spait plugs.
Make a paint mark on the head of each nut. Make a paint
mark on the bolt end at the position 90° to 100° from the
paint mark made on the nut in the direction of the tightening
nut.
Give a 90° to 100° tum to the nut and make sure that the
paint mark on the nut and that on the bolt are in alignment.
If the nut is turned less than 90°, proper fastening
performance may not be expected. When tightening the nut,
rum it sufficiently.
If the nut is overtightend (exceeding 100°), loosen-the nut
completely and then retighten it by repeating the tightening
procedure.
25
911" ·100"
,,
I
1\
~
FRONT CASE I COUNTERBALANCE SHAFT AND OIL PAN
TORQUE 1- 9 FT-LBS
GASKET
10-12Nm~
ENGINE BLOCK
15
14
'·'l
TORQUE 6- 7 Ft-Lbs
NUMBERS INDICATE THE
SUGGESTED ORDER OF
DISASSEMBLY
Oil PAN: Remove the old gasket
_ _ _ and sealant from the oil pan and
cylinder block with a scraper,
· wire brush. solvent, etc. Make
certain all residue is removed.
OIL SCREEN ASSEMBLY
Torque 80 inch-lbs
i
· 5d1L PUMP COVER
CONFIGURATION
OF FRONT CASE
ASSEMBLY
OIL PAN REMOVAL
2. Remove the oil pump cover and gasket. Discard
the gasket.
3. Remove the oil pump driven gear tightening flange bolts
· to release the counterbalance shaft.
Remove the oil drain hose assembly. Remove the oil pan
bolts and then use the special tool to break the pan seal.
4. Remove the counterbalance shaft. Drive it from the front.
COUNTERBALANCE SHAFT REMOVAL
1. Remove the plug on the cylinder block and insert an
0.32in (8mm) rod into the hole to lock the
counterbalance shaft.
FLANGE BOLT
OIL PUMP DRIVEN
GEAR
Engines & Generators
26
FRONT CASE I COUNTERBALANCE SHAFT AND OIL PUMP
FRONT CASE • INSPECTION
4. Using a special tool drive the counterbalance shaft front
bearing from the cylinder block.
Check the front case for cracks or other damage also inspect
the oil holes. If the oil holes are clogged, use compressed air
or solvent to clean them out.
EARING REMOVER TOOL
5. Use the same tool and drive the counterbalance shaft rear
bearing from the cylinder block.
FRONT CASE
ASSEMBLY
CRANKSHAFT FRONT OIL SEAL • INSPECTION
Check the oil seal for wear and damage. Inspect the oil seal
lip for hardening. If there any signs of wear, replace the seal.
OIL PUMP ASSEMBLY • INSPECTION
COUNTERBALANCE SHAFT
Fit the oil pump gear into the cylinder block, then, using a
feeler gauge, check the clearance with the body at the points
indicated in the diagram below.
DRIVEN GEAR BODY CLEARANCE STANDARD
A.
0.0161 • 0.0266in (0.410 - 0.675mm)
B.
0.0051· 0.00691n (0.130 • 0.175mm)
DRIVE GEAR BODY CLEARANCE STANDARD
C.
0.0173- 0.02761n (0.44- 0.70mm)
o.
o.oo59- o.omn (o.150- 0.195mm)
DRIVEN GEAR SIDE CLEARANCE .0024- 0.0047in (0.06- 0.12rnm)
DRIVE GEAR SIDE CLEARANCE
0.0027 • 0.0051in (0.07- 0.13mm)
COUNTERBALANCE SHAFT • INSPECTION
Inspect the oil holes for clogging and clean if necessary.
Inspect the shaft journal for seizure, damage and its contact
with the bearing. Check the counterbalance shaft oil
clearance. Replace the counterbalance shaft if it fails to meet
the standards.
Using a straight edge, check the side clearance at the point
indicated in the illustration with a feeler gauge.
There should be no uneven wear on the contact surfaces of
the cylinder block or on the pump gear side of the pump
COUNTERBALANCE SHAFT STANDARDS
Front Journal Diameter
0.7869- 0.7874in (19.987- 20.000mrn)
Rear Journal Diameter
1.7317 ·1.7322in (43.984 • 44.000mm)
Front Journal Oil Clearance 0.0014 • 0.0027in (0.035 • 0.068rnm)
Rear Journal Oil Clearance 0.0014 • 0.0028in (0.035- 0.071mm)
Engines & Generators
27
FRONT CASE I COUNTERBALANCE SHAFT AND OIL PUMP
INSTALLATION
Crankshaft Oil Seal
Counterbalance Rear Bearing
1.
1. Install the special tool guide pins (bearing Installer) in the
tapered hole of the cylinder block as shown.
r
l)r--._
\
~\
~J ()r
BEAiuNG
fl/
~
'--....../
Front Case Assembly
2. Mate the ratchet ball of the bearing in the oil hole of the
rear bearing and install the bearing in the bearing
installer.
3. Apply clean engine oil to the outer circumference of the
bearing and the bearing hole in the cylinder block.
4. Insert the installer by mating it with the guide pins and
press-in the bearing.
'J ~
~
Install the front case assembly through the gasket and tighten
the bolts to the specified torque.
FRONT CASE BOLTS TORQUE 6 -7ft.lbs. (8 -10 Nm)
There are two different length front case bolts. Make certain
they are positioned properly. See the diagram.
NOTE: When installing the front case assembly, apply oil to
()
the inner circumference of the oil seal lip. When installing
the front case assembly take care not to damage the oil
seal lip on the stepped up portion of the front end of
the crtl11hhaft.
A
ABOLT·18mm(.71 in)
BBOLT ·30mm (1.18 in)
~/
'
Counterbalance
Front Bearing
B
1. Apply engine oil to the bearing outer circumference and
the bearing hole in the cylinder block.
2. Press-in the front bearing using the installer tool.
Oil Pump Driven Gear
1. Apply an ample amount of clean engine oil to the oil
pump driven gear and insert it so that the timing mark is
positioned as shown.
2. Using the same hole on the side of the cylinder block,
reinsert the 8mm rod to lock the counterbalance shaft.
Then tighten the flange bolt to the specified torque.
FRONT BEARING
INSTALLATION
smiNGTHE
DRIVEN GEAR
TIMING
MARK
DRIVEN GEAR FLANGE BOLT TORQUE
~ngi11es &_Generators
28
25 - 29ft.lbs.(34 - 40Nm)
FRONT CASE AND OIL PUMP
LOCKT/TE #518 MUST BE APPLIED
TO THE SHADED AREA TO ENSURE
A PROPER SEAL
GASKET
.
_.DEBURR
Oil Pump Cover
Re-install the pump cover. Press or lightly tap the cover onto
the alignment sleeves. the two long bolts go where the
sleeves are - install these bolts first. Install the rest of the
bolts in a criss-cross pattern. Torque the oil pump cover
bolts to 80 inch-ll>s.
NOTE: Deburr this edge area as shown. Clean off all metal
from the deburring process and clean with a cleaning agent.
Wipe dry with a clean cloth and use compressed air to blow
dry. the block surface and oil pump cover must be clean and
free of oiL
I
,...~.-_ _
<)
~\\
~~
i=~-____,__,~
<)
8mmROD
SEAL
"/"
'<:)- /'
I
INSTALLING THE
OIL PUMP SEAL
Oil Pump Seal
Drive Gear
Press the seal into the oil pump cover flush with the surface
using the seal installer tool.
TIMING MARKS
OIL PUMP
DRIVE GEAR
OIL PUMP ASSEMBLY
Oil Pump Block Surface
Apply a very small bead of LOCTITE #518 to the engine
block surface as shown. Spread it into a thin, even layer on
the surface. Remove any excess.
Oil Pump Cover Gasket
Fit a new oil pump cover gasket into the groove in the oil
pump cover. The flat side of the gasket is positioned against
the pump cover.
FRONT CASE CONFIGURATION
Engines & Generators
29
CRANKSHAFT I BEARINGS AND OIL SEAL
NUMBERS INDICATE THE
SUGGESTED ORDER OF
DISASSEMBLY
OIL SEAL
CYLINDER BLOCK
INSPECT THE JOURNALS
FOR UNEVEN·WEAR.
CHECK FOR CRACKS, BENDS.
AND CLOGGED OIL HOLES.
TORQUE 98 • 105 Fr-LBS-.__...;,.......
{135 • 145 Nm]
MAIN BEARING BOLT
TOROUE36·40FT-LBS
{50·56Nmj
.
t~::~o..----~'I'BEARING CAP BOLT
CRANKSHAFT INSPECTION
1. ·Check the journals and pins for damage, seizure and
cracks. Check the journals·contact surface for uneven
wear and replace if badly damaged.
2. Measure the outside diameter of the journal and the
inside diameter of the main bearing. If the clearance (oil
clearance) exceeds the limit, replace the main bearing and
also the crankshaft, if necessary. Otherwise, fabricate an
undersized crankshaft and replace the main bearing with
an undersized one.
Standard
limit
O.OQOB • 0.0018in (0.021 • 0.045mm)
.OD4in (0.1mm)
MEASURING
DIRECTION
~­
LLL............
MEASURING THE
CRANKSHAFT O.D.
AND BEARING I.D.
MEASURING POSITION
QW
3. When grinding the crankshaft to under-size, take note of
the "R" dimensions of the fillets of the journal and pin
area.
Engines & Generators
30
CRANKSHAFT/ BEARING AND OIL SEAL
MEASURING END PLAY
Push the crankshaft to the rear. Then, insert a feeler gauge in
the gap between the crankshaft journal side surface and the
thrust bearing end surface to measure the end play.
CRANKSHAFT END PlAY: 0.0020- 0.0098in (0.05- 0.25mm)
CRANKSHAFT BEARINGS
CRANKSHAFT
CRANKSHAFT REAR OIL SEAL
INSTALLING THE THRUST BEARINGS
1. Apply a coat of oil to the thrust beating and install so that
the oil groove faces outward as illustrated.
1. Apply engine oil to the rear cover and to the oil seal.
2. Press the oil seal into the seal case using the special tool.
3.
2. Install the bearing cap paying careful attention to the cap
number and the arrow mark. Apply oil to the bolt
threads.
3. Tighten the bearing cap to the specified torque.
OIL SEAL CASE
BEARING CAP BOLT TORQUE 36 - 40 H-lbs (50 - 55Nm)
NOTE: Make ce11ain the lips of the oil seal are not turned up.
OIL CASE BOLT TORQUE:
Engines & Generators
31
1- 9 Ft-lbs (10 -12Nm)
CRANKSHAFT, BEARING AND OIL SEAL
R - 0.059/N [1.5MM]
CRANKSHAFT BEARINGS SPECIFICATIONS
Upper and Lower .
When the bearings are to be replaced, select the correct ones
and install them in positions according to the identification
marks stamped on the crankshaft and the top surface of the
cylinder block.
CRANKSHAFT JOURNAL DIAMETER
Identification Marks
Journal Diameter
1
1.5746-1.5748 in ~39.994- 40.0DOmmJ
1.5743-1.5746 in 39.988- 39.994mm
2
1.5741 ·1.5743 in 39.982 • 39.988mm
3
MEASURE THE CRANKSHAFT OIL CLEARANCE
The crankshaft oil measured by using a plastic gauge
as follows:
1. The oil and grease and other foreign matters fonn the
crankshaft journal and bearing inner surface.
2. Install the crankshaft.
3. Cut the plastic gauge to the same length as the width of
the bearing and place it on the journal in parrallel with its
N0.2 ARM
CAMSHAFT JOURNAL
CRANKSHAFT BEARING THICKN~SS
Identification Colors
Bearing Thickness
brown0.0783-0.0784 in (1.988 -1.991mm!
0.0784 • 0.0785 in {1.991 • 1.994mm
blue
0.0785 • 0.07861n 1.994 ·1.997mm
0.0786 • 0.0787 in 1.997 • 2.000mm
yellow
0.0787 - 0.0789 in {2.000 - 2.003mm
green
axis.
4. Gently place the main bearing cap over it and tighten the
bolts to the specified torque.
5. Remove the bolts and gently remove the main bearing
cap. Measure the width of the smashed plastic gauge
(at its widest section) by using the scale printed on the
plastic gauge.
CYLINDER BLOCK
CYLINDER BLOcK BEARING DIAMETER
Identification MarkS
Bearing Inner Diameter
0
·1.7323 -1.7325 in ~44.000 • 44.006mm}
1.7325-1.7328 in 44.006- 44.012mm
I
1.7328 -1.7330 in 44.012- 44.018mm
][
SCALE
BEARING
IDENTIFICATION
MARKS
PLASTIGAUGf·
INSPECTING THE CRANKSHAFT REAR OIL SEAL
CRANKSHAFT BEARING SELECTION CHART
Crankshaft Journal Crankshaft Bearing Cylinder Block Bearing
ldentlfJCatlon Marks Identification Marks Identification Marks
1
brown
0
1. Inspect the oil clearance lip for wear or damage. Check
the rubber portion for deterioration and hardening.
Replace the seal if at all suspect.
2. Check the oil case for cracks and damage. If here is
damage, replace the case.
I
blue
2
3
32
blue
yellow
blue
yellow
green
][
0
I.
:u:
0
I
][
CYLINDER BLOCK INSPECTION AND PISTON CLEARANCE
NUMBERS INDICATE THE
SUGGESTED ORDER OF
DISASSEMBLY
CRINDER BLOCK INSPECTION
1. Before inspecting, clean the cylinder block to ensure that
the water and oil holes are not plugged. If clogged, clear
with compressed ~:. >
2. Check for cracks arid damage. Use a flaw detecting compound as needed. Replace the block if defective.
3. Inspect the mating surface. Using a straight edge and
feeler gauge measure the flatness of the top surface.
Grind or replace if the limit is exceeded.
FLATNESS STANDARD VALUE: 0.0020 In {0.05 mm)
LIMIT: 0.0041n (0.1 mm)
4. Inspect the cylinder bore. Using a cylinder gauge, measure the bore at six places (as shown in the diagram).·
Calculate the difference between the max. and min. values. If worn or damaged, rebore or replace the cylinder.
·"'.
CYLINDRICITY STANDARD VALUE: 0.004in (0.01mm) or less
(Piston O.D.) +(piston clearance)· (honing margin : O.OOOBin (0.02mm)}
OVERSIZE PISTON OUTSIDE DIAMETER AND CYLINDER
(iNNER DIAMETER FINISH DIMENSION (REF))
Cylinder Inner Dia.
Size
Mlurc
Piston Dia.
0.25
25
2.5677 - 2.5689in
2.5693 • 2.56971n
(65.26 • 65.27mm)
(65.22 • 65.25mm)
50
0.50 o.s.
2.5791 • 2.5795in
2.5716 • 2.5787in
(65.47 • 65.50mm)
I65.51 • 65.52mm)
0.75 o.s.
75
2.5874- 2.5886ln
2.5890 • 2.5894in
(65.72 • 65.75mm)
(65.76 • 65.77mm)
1.000.S. 100
2.5988 • 2.5992in
~5972 • 2.5984in
(66.01 • 66.02mm)
(65.97 • 66.00m)
CYLINDRICITY BORE: 2.5591 • 2.5602in (65.00 • 65.03mm)
LIMIT CYLINDRICITY: 0.0008in (0.02mm)
FRONT . . .
EB
MEASURING
DIRECTION
BORING THE CYLINDER
1. Select an oversize piston based on the cylinder with the
maximum bore and maximum damage depth.
2. Using the outer diameter (at the specified measurement
point) of the selected oversize piston, calculate the boring ·
dimension.
Boring dimension =
o.s.
UPPER
CENTER
LOWER
CHECKING THE PISTON CLEARANCE
Calculate the difference between the minimum cylinder bore
in the thrust directitm and the piston outer diameter ~hown in
. the illustration. If the difference exceeds the specified range,
replace the piston or cylinder bl<X?k. or rebore the cylinder.
3. Bore the cylinder to obtain the calculated dimensions.
4. Hone to finish the cylinder inner diameter.
5. Check again for cylindricity and piston clearance .
PISTON TO CYLINDER CLEARANCE STANDARD:
0.0008- 0.0016 in (O.O • 0.04 mm)
Engines & Generators
33
COOLANT CIRCULATING PUMP
REMOVING THE COOLANT PUMP
1. Loosen the belt guards thumbscrews and remove the
engine's belt guard from its brackets at the front of the
engine.
2. Ease the belt tension by releasing the raw water pump and
remove the engine drive belt [on carburetor models it will
be necessary to remove the governor belt].
3. Unscrew the five bolts that hold the pump to the engine
and remove the coolant pump and its gasket. Note that the
pulley is an integral part of the pump assembly.
COOLANT PUMP
PULLEY
REPAIR
If the pump does not pass inspection, replace the entire pump
assembly which includes the pulley.
PUMP BODY
RAW WATER
PUMP PULLEY
INSilECTION
THREE BOLTS
0.24 X 1.381N
(96X35 mm)
Carefully check the pump body and impeller for cracks and
damage. Inspect the weep holes for si~ of water leakage
and rust that would indicate a faulty seal. The pulley should
turn the shaft (and impeller) smoothly, without noise or
sluggish rotation.
The pulley edges should be smooth and undamaged and the
locknut should be drawn up tight
lWO BOLTg
0.24 X 0.71 IN
(6 X 18 mm)
INSTALLATION
When reinstalling the pump use a new gasket. There are five
bolts in two sizes that fasten the pump in place, make certain
they are positioned properly. See the diagram above. Use
sealant when assembling the new gasket.
CIRCULATING PUMP BOLTTORQUE
Engines & Generators
34
6 ·7ft ·lbs (8 ·10 Nm)
EXHAUST MANIFOLD I HEAT EXCHANGER
EXHAUST MANIFOLD
The exhaust manifold, which was disassembled from the
cylinder head, should be inspected before reassembly.
1. Remove the exhaust elbow from the manifold. Scrape off
and discard the old gasket. Inspect the exhaust elbow for
corrosion and damage, replace if necessary.
2. If the exhaust elbow passes inspection, remove the high
temperat:ufe sensor and clean and re-paint the elbow with
WES1ERBEKE heat resistant enamel.
3. Carefully inspect the exhaust manifold, remove the hose
connections noting the location of each for proper
alignment at reassembly; Clean the exterior and interior
manifold. If the manifold can be reused, repaint with
WES'IERBEKE heat resistant enamel. ·
ASSEMBLY
1. If the manifold was removed as an assembly and left
intact, it can be replaced on the cylinder head in the
reverse order ofremoval. Install a new gasket.
MANIFOLD MOUNTING BOLTS TORQUE 12 ·171t·lb {16 • 23 Nm)
2. Attach the ho.se connections to the manifold and the
exhaust elbow. Once the engine has been re-installed and ·
running, carefully check these assemblies and hose
connections for leaks.
TEST PORT
INSPECT HOSES. /
REPLACE IF SOFT
OR WORN ON THE /
ENDS-
HEAT EXCHANGER
The heat exchanger should be inspected and serviced during
an engine overhaul.
1. Disconnect the hoses and remove the hose fittings,
· petcock, drain plugs and zinc anode. Also, remove the
· end fittings and gaskets.
2. Inspect the tube (casing) for wear and dents, if at all
suspect replace the heat exchanger.
·
3. Clean out any zinc debris and pressure test the coolant
and raw water passages.
4... When reassembling, install new gaskets and 0-rings.
Apply some lubricant to the new gaskets and to the
petcocks and fittings as you install them.
5. Install a new zinc anode.
HEAT EXCHANGER ASSEMBLY
NOTE: All of the above can be accomplished by sending the
· heat exchanger to a heat exchanger/radiator service shop.
They will also service transmission and engine oil coolers.
Reinstall the heat exchanger. Tighten down the holdown
brackets and once the engine is running, check the heat
exchanger and hose connections for leaks.
6. Repaint the assembled heat exchanger with
WES1ERBEKE heat resistant spray enam~l
35
DISTRIBUTOR
3COVER
ASSEMBLY
2 ROTOR
1 CAP
VACUUM
CONTROL
CHECK THE DISmiBUTER
CAP FOR CRACKS, WEAR
AND EVIDENCE OF ARCHING .
OR BURNING. IF ANY OF
THESE CONDITIONS EXIST.
REPLACE THE DISTRIBUTER CAP.
1
0-RING
DISTRIBUTOR CAP INSPECTION
1. Cracks or carbon deposits.
2. Burnt or corroded terniinals.
3. Worn distributor center contact.
PICK·UP ASSEMBLY
11 HOUSING
ASSEMBLY
NUMBERS INDICATE THE
SUGGESTED ORDER OF
DISASSEMBLY
1QBREAKER
PLATE
READ WIRE SET
61GNITER
Engines & Generators
36
RAW WATER PUMP (PN.042026)
PUMP OVERHAUL
111NNER BEARING
21
, 16sPACER
OUTER BEARING
Reassembly
1. Install the porcelain half of the seal 2: into it's boss in the
pump body 1.
2. Install the circlip 18 onto.the shaft. Support the inner
bearing 17 andpress the shaft into the bearing until it
contacts the circlip..
3. Install the spacer 16 onto the shaft. Support the shaft and
push the outet bearing 21 onto the shaft until it contacts
the spacer.
4. Apply glycerin to the "0" ring 10 and install it on the
shaft about 118" away from the inner bearing.
5. Support the pump body on an arbor press and push the
shaft and bearing assembly into the pump body until the
outer bearing just clears the boss for the circlip 19.
6. Install circllp 19 and push the shaft and bearing assembly
so th~ outer bearing 17 just contacts the circlip 19. Rotate
· the sl'iaft to ensure no binding.
7. Install the dust plate 20.
8. Apply glycerin to the inner surface of the 2m1 half of the
seal 2 and with a twisting motion install it over the shaft
and slide it down. until the plastic surface of the spring
seal contacts to porcelain half. Install the spring seal brass
wash~r 6 and secure it in place with the brass circlip 7.
9. Install the wear plate 9, cam 14 and secure the cam with
screw 12 and sealing washer 13.
10. Apply glycerin to the surface of the impeller housing,
inner surface of the cover plate 8 and sealing "0" ring 4.
Fit the "0" ring into its recess in the pump housing.
11. With a twisting motion, install the impeller 5 into the
pump so it mates properly with the slot in the shaft 15.
12. Install the drive pulley onto the shaft of the pump. Install
the pump onto the engine. Check the ptilley/belt alignment. Ensure the pulley is properly secured. Re-attach the
raw water hose.
Disassembly
The pump when removed from the engine, will have hose
attachment nipples threaded into its inlet and outlet ports
along with the drive pulley attached to the shaft of the pump.
In most cases the hose nipples can be left in place. Note their
positioning. Remove the drive pulley.
1. Remove the four cover plate screws 3 and the end cover
8 and "0" ring 4.
2. Remove the impeller 5 using a pair of pliers, grasp the
impeller hub and pull it out of the pump with a twisting
motion.
3. Remove the screw 12 and washer 13 that holds the cam
in place. Remove the cam 14 and the inner wear plate 9:
4. Remove the brass circlip 7 and the brass holding washer
6 along with the spring half of seal 2.
·
5. Remove the dust plate 20 along with circlip 19.
6. Support the pump body on an appropriate surface and
with a drift, push the shaft 15 with bearing assembly 17,
18, 16 and 17 out of the pump bodyl.
7. Remove the "0'' ring 10 from the shaft.
8. Support the outer bearing 17 and push the shaft. out of the
bearing.
9. Remove the spacer 16 and the circlip 18 from the shaft.
10. Support the inner bearing 17 and push the shaft out of the
bearing.
11. Using a thin drift, knock the porcelain half of the seal 2
out of its boss in the pump body ·1.
Inspection
Inspect all parts. Review the components in the Overhaul Kit
#046623 and proceed to re-assemble the pump.
Engines & Generators
37
·TIGHTENING TORQUE SPECIFICATIONS
Timing Belt
Flywheel bolts
Nm
ft. lbs.
88
65
·Front Case, Counterbalance Shaft
Front case bolts
Nm
ft. lbs.
_______ 8-10..._________:___ 6-7
Timing belt cover bolts_ --------·····- 10-12 ------~---- 7;9
Oil pump cover bolts _____________ 8-1 0_ ......... _
6-7
Camshaft sprocket bolts__
___ 8D-100 ____ 58·72
Oil pan bolts ___ ~-·____ 10-12 ___ .
. 7-9
Oil pump sprocket mits ___
. __ 50~SL::..
Oil drain plug~------ .. _
35-45... ________ 25-33
Oil screen bolts
15-22
11-16
Oil pump driven gear bolt __ ..
34-40_____
25-29
Timing tensloner nuts___
__
_ . .. 36-41
22~30.
_16-22
10-12 _.. -·--·-·· 7-9
Timing belt rear cover bolts___
Rocker .Anns and Rocker Shaff
Rear cover bolt!;_____ __
_ 29-35 .._______________ ._21-25
Rocker cover shaft ------··-··
Camshaft t~rust plate bolt _
10-12 _____]-9
Rocker ann adjust nut>···· ___ _
8-10 ____________ 6-7
Piston and Connecting Rod
Connecting rod cap nut
011 seal case bolts___ . __ -·--- _ _ 1U-12 ___ _
Gyllnder head bolt (cold englne) _ _ 60-70
15.2_.
Spark plug._
cover.
43-51
Bearing cap bolts .
.11- 15/b-ft
Taper plug 1116.NPT c - - - Taper plug 1/8 NPT.
Coolant temperature sender ____________ 12·18 ___ ·_
___
9-13
. 12-18 _____ 9-13
Generator mounts _____ .. ________ 34-47_____ .... 23-34
Exhaust manifold....... .. ..
Thennostat housing___ ____ __
7-9 .
36-40
Cylinder Block
12-13 _________9-1 0
Miscellaneous
Coolant temperature switch
_15+90"tum ___ 11 +90•tum
Crankshaft, Bearing··
Cylinder Head, Valve
~ocket
______J0-12 - - - - 7-9
....· 8-11 .... _ --~ .. 6-8
., 15-22
---- - .... 11-16
Water drain plug.:.._-~~
··-- 35-45 ___ .... 2&-33
Taper plug 1/4 NPL.
35-45
- - 25-33
- . J2-18 ______9-13
Oil pressure switch. ______ _
16-23 ..... ____ 12-17
8-12 - - ·---- 6-9
Oil pressure sender.. ···-·
__12-18
.. _ .9-13
Water Pump
Front' Cnmkshaft bolt ________ _135 -145 _ _.__ 98-105
Water pump__________________ ......8-10_______ __6-7.
Engines & Generators
38
SPECIAL TOOLS • ENGINE
NOTE: These special tools are available from
your local Mitsubishi Automotive Dealer
VALVE STEM SEAL INSTALLER
MD 998302
CAMSHAFT OIL SEAL INSTALLER
MD999569
OIL PAN GASKET CUTTER
For removing the oil pan to
break the oil pan seal
MD 998727
PISTON PIN SETTING BASE
Used to pull-out and press in
the piston pin.
MD 999583
CRANKSHAFT REAR OIL SEAL INSTALLER
MD998376
BEARING REMOVER
For pulling out the front and
rear bearings (counterbalance shaft).
MD 999593
PUSH ROD AND PIN SET GUIDE
Used to pull-out and press in
the piston pin.
MD999584
FRONT BEARING INSTALLER
(Counterbalance shaft).
MD 999591
PIN For supporting the sprocket
when the camshaft sprocket is
loosened or tightened.
MD998715
INSTALLER FOR THE REAR OIL SEAL
(Counterbalance shaft).
MD 999592
END YOKE HOLDER
For supporting the sprocket
when the camshaft sprocket is
loosened or tightened.
MD990767
CRANKSHAFT FRONT OIL SEAL INSTALLER
MD999570
OIL PUMP OIL SEAL INSTALLER
VALVE SPRING COMPRESSOR
MD999597
39
SERVICE DATA./ STANDARDS AND LIMITS.. BCG. ENGINE/GENERATOR:
Component
Specified Value I standard
Repair Limit
inches(mm)
inches(mm)
Component
Specified Value I Standard
lncbes(mm)
-VALVES
Valve Guide Service Size
FRONTCAS~OUNTERBALANCESHAFT
Oil Pump Side Clearance
Driven Gear..........................0.0024-D.0047 (0.06-D.12)
Drive Gear............................0.0027·0.0051 (0.07-0.13)
Repair Limit
lilcbes(mm)
0.05, 0.25, 0.50 oversize
Valve Seat Width of
Seat Contact...............................035-.051 (0.9·1.3)
Counterbalance Shaft Front Journal Diameter.
.................................0.7869-0.7874 (19.987-20.000)
Valve Seat Angle ..............................3o•J44°/65°
Counterbalance Shaft Rear Journal Diameter
................................1.7317-1.7322 (43.984-44.000)
Valve Spring Free Length................1.823 (46.3) ......................1.783 (45.3)
Valve Seat Slnk............................................................................O.OOB (0.2)
Valve Spring
Load/lnstaUed Height
.
lbs.llri (N/mm) ...........................46/1.48 (210137.7)
Squareness ...~....;...........................;.less than 2° ..............................4°
Counterbalance Shaft Front Journal Oil Clearance
. • ..............................0.0014- 0.0027 (0.035 ~ 0.068)
Counterbalance Shaft Rear Journal Oil Clearance
................................0.0014 - 0.0028 (0.035 - 0.071)
TIMING-BELT
CYLINDER BLOCK
. Seal Une Clearanc_e_.. :.........:...........:....47 (12).
2.5591-2.5602 (65.00-65.03)
CXIinder Bore
Out-of-Roundness and
Taper of Cyfinder Bore
0.0004 (less than 0.01)
Gasket Surface Flatness
0.0020 (less than 0.05)
ROCKER ARMiCAMSHAFT.
Camshaft Height
No.1 (lntake) ..........................1.3815 (35.09) ..................1.3618 (34.59)
No. 2 (Intake) ..........................1.3807 (35.07) ..................1.361 0 (34.57)
No.3 (lntake) ..........................1.3803 (35.06) ..................1.3606 (34.56)
0:0039 (0.1)
CYLINDER HEAD
Aatness. of Gasket Surface ..Jess th~n 0;0019 (0.05) ........ ,o.ooni (0.2) ·
No.1 (Exhaust) .......................1.3839 (35.15) ..................1.3642 (34.65)
No.2 (Exhaust) .......................1.3831 (35.13) ..................1.3634 (34.63)
No.3 (Exhaust) ......................1.3854 (35.190) ................1.3657 (34.69)
Overall Height ......................4.287-4.295 (108.9-109.1)
Cylinder Head oversize rework dimension of valve seat hole
Intake 0.3 O.S......1.2323 - 1.2333 (31.300 -31 ;32~}
intake 0.6 o.s..... 1.2441 - 1.2451 (31.600 - 31.625)
Camshaft Journal
Diameter ..........................1.6118-1.6124{40.940·40.955)
Bearing Oil Clearance ..........0.0018-D.0033 (O.Q45-D.085
Exhaust ·0.3 0.8....1.1535 -1.1544 (29.300- 29.321)
Exhaust 0.6 O.S....1.1653 -1.1662 (29.600- 29.621)
End Play ....................................0024-.0055 (.06·.14) .................1i 8 (.03)
Cylinder Head rework of valve guide hole (both Intake and exhaust)
0.05 o.s..................0.4744- 0.4751 (12.050 -12.068)
0.25 o.s..................0.4823- 0.4830 (12.250 ·12.268)
0.50 0.8..................0.4921 -0.4928 (12.500 ·12.518)
Rocker Shaft Length........................9.134 (232)
Rocker Arm Shaft
Outer Diameter .....:.0.6687- 0.6692 (16.985- 16.998)
Clearance...................0.0005 - 0.0017 (0.012 - 0.043) ......0.004 (0.1)
Intake Valve Seat Angle.........................45°
PISTON AND CONNECTING ADD
Exhaust Valve Seat Angle......................30°
Piston Outer Diameter ......2.5579-2.5591 (64.97·65.00)
Intake Valve Seat Width ..................0.079 (2.0) ........................0.004 (0.1)
Piston to Cylinder Clearance
..................................0.0008- 0.0016 (0.02- 0.04)
Exhaust Valve Seat ~idth ...............0.079 (f.O) ........................0.004 (0.1)
valve Clearance .........................................
Exhaust......................................0.012 (0.30)
lntake .....................................:...0.008 (0.20)
Pismn Ring Grove Width
No.1 .............................0.0480- 0.0488 (1.22 -1.24)
No.2 .....~.......................0.0476- 0.0484 (1.21 -1.23)
011 ..............................0.1108- 0.1116 (2.815- 2.835
Valve Head Thickness (margin)
(Intake) .........................................039 (1.0) ...........................020 (.5)
(Exhaust) ......................................051 (1.3) .............................031 (8)
Piston Service Size ...............0.25, 0.50, 0.75, 1.00 OS
Valve Length
(Intake) .....................................3.960 (100.6)
(Exhaust) ..................................3.968 (100.8)
Piston Ring End Gap
No.1 .............................0.0059- 0.0118 (0.15- 0.30) ........0.0315 (0.8)
No.2 .............................0.0138- 0.0197 (0.35 • 0.50) ........0.0315 (0.8)
Oll ................................:...0.008- 0.028 (0.2 - 0.7) ............0.0394 (1.0)
Valve Stem O.D.
Intake .........:.............:0.2585 - 0.2591 (6.565 - 6.580)
Exhaust......................0.2571 - 0.2579 (6.530 - 6.550)
Piston Side Clearance
No.1 .............................0.0012 • 0.0028 (0.03 - 0.07) ......0.0047 (0.12)
. No.2 .............................0.0008- 0.0024 (0.02- 0.06) ......0.0039 (0.10)
Stem to Guide Clearance
Intake ......................... 0.0008- 0.0020 (0.02- 0.05) ......0.0039 (0.10)
Exhaust ...................0.0020- 0.0033 (0.0050- 0.0085) ..0.0059 (0.15)
Piston Pin 0.0..............0.6300 • 0.6302 (16.001 ·16.007)
Piston Pin Press-In Load lbs(N)
...................................1102. 3307 (5000 -15000)
Valve Guide Length
(lntake) .........................................1.73 (44)
(Exhaust) ....
1.949 (49.5)
m ............................
IW"IWES'I"ERBEKE
/ Engines & Generators
40
SERVICE DATA I STANDARDS AND LIMITS • ~MCG ENGINE/GENERATOR.
Component
Specified Value I Standard
lnches(mm}
Component
Repair Limit
inches(mm)
Specified Value 1Standard
inches(mm)
Repair Limit
inches(mm)
CRANKSHAFT, BEARING
PISTON AND CONNECTING ROD
Piston Pin Press-in temperature
..........................................ordinal}' temperature
Crankshaft End Play ..........0.0020 - 0.0098 {0.05 - 0.25} ..................
Crankshaft Journal O.D...1.5740 -1.5748 (39.98- 40.0)
Connecting Rod Center length
...............................4.0138 4.0178 (101.95 -102.05)
Crankshaft Pin 0.0.••...•.•1.4165 -1.4173 (35.98- 36.00)
Parallelism between Big End and Small End
................................................0.004 (0.05)
Cylindericily of Journal and Pin
.....................................Less than 0.0002 (0.005)
Connecting Rod Twist......................0.004 (0.1)
Concentricity of Journal and Pin
.....................................Less than 0.0006 {0.015)
Connecting Rod Big End to Crankshaft Side Clearance
•..~ ..............................0.0039- 0.0098 (0.10- 0.25) ..........0.16 {0.4)
Oil Clearance of Journal
................................0.0008. 0.0018 {0.021- 0.045) ......0.0039 (0.1)
Oil Clearance of Pin ........0.0009 • 0.0020 (0.022- 0.052)
Undersize rework dimension of Journal
0.25 u.s..................1.5644 -1.5650 (39.735- 39.750)
0.50 u.s..................1.5545 -1.5551 (39.485 • 39.500)
o.75 u.s.................1.5447 -1.54539 (39.235- 39.250)
Undersize rework of dimension Qf pin
0.25 u.s..................1.4069 ·1.4075 {35.735- 39.750)
0.50 u.s..................1.3970- 1.3976 (35.485 - 35.500)
0.75 u.s..................1.3872 -1.3878 (35.235. 35.250)
41
ENGINE ADJUSTMENTS
SPEED SENSOR (Hall Effect) #054723
VALVE CLEARANCE
1l1e speed sensor is mounted on a bracket at the front of the
engine adjacent to the front crankshaft pulley. There are three
equally spaced protrusions on the pulley that pass the tip of
this sensor inducing a voltage pulse that is sent to the ECU
and interpreted as engine speed.
INTAKE VALVE.~.. · 0.20mm (.0081n)
EXHAUST VALVES· 0.30mm {.012in)
VALVE
CLEARANCE
VALVE CLEARANCE ADJUSTMENT
NOTE: Retorque the cylinder head bolts before adjusting the
engine's valves. See TORQUING THE CYLINDER HEAD
BOLTS.
1. Remove the rocker cover and gasket.
2. Remove the spark plugs to observe.the piston position in
each cylinder head when positioning that piston at TDC.
3. Adjust the intake and exhaust valves in the firing order of
the engine (1-3-2) as follows:
Rotate the cr;mkshaft in its normal direction of rotation,
observing valve movement and piston locatiion placing
No.1 piston at TDC (Top Dead Center) of its
compression stroke with the intake and exhaust vaives
completely closed. Then adjust the intake and exhaust
valv~ clearances.
LOCKNUT
ADJUSTMENT
\
Rotate the crankshaft to position piston #3 al TDC of
its compression stroke. Observe 11\e piston's position
through the spark plug opening is at TDC. Adjust
cylinder #3 valves. Rotate the crankshaft to position the
piston in cylinder #2 at TDC of its compression stroke.
and adjust this cylinders intake and exhaust valves.
Observe the piston's position through the spark plug
opening. Adjust cylinder #2 valves.
4. Replace the rocker cover and rocker cover gasket.
ROCKER COVER TORQUE 2.9-5.1 fll·ft (0.4- 0.7 kg-m)
Position the crankshaft pulley placing one of the protrusions
adjacent to the sensor. Tlu·ead the sensor in until it touches
the surface of the protmsion. Then back it out 2 turns and
lock it in position with a locknut.
c
IGNITION. TIMING
1. Attach a timing light to the #1 spark plug and mark the
front timing pointer to i~dicate 33°. Locate the timing
mark on the crankshaft pulley and mark it with white
chalk or crayon ..
CAM SENSOR
PN 054723
2. Strut the engne and warm it up to its normal operating
temperature. Make sure the generator is operating
without a load on
NOTE: Cam Sensor MUST
u.
3. Using the timing light, align the timing mark in the front
crankshaft pulley so it is just slightly before the first
timing pointer. Do this by loosening and slowly
rotating the distributor body. Use the following timing
specifications:
TIMING SPECIACATION 33" ::!: 1.0" BTDC at 1800 RPM
The cam sensor is positioned on the rocker cover over the
intake arm for the #1 cylinder. It is a HALL Effect sensor
that indicates to the ECU the lbcation of TDC.
To install the sensor, tlu·ead the sensor in until it touches the
rocker arm with the #1 piston at TDC of its compression
stroke. Back it out 2 turns t~nd lock it in position. ·
(No-load on generator)
Engines & Generators
42
ENGINE ADJUSTMENTS
SPARK PLUGS
DRIVE BELT ADJUSTMENT
The spark plugs should be cleaned and re-gapped after the
first 50 hour break-in period. Then refer to the Maintenance
Schedule in this manual and Specification Section for spark
plug gap.
The drive belt must be properly tensioned. Excessive drive
belt tension can cause rapid wear of the belt and reduce the
service life of the fresh water pump's bearing. A slack belt or
the presence of oil on the belt can cause'belt slipping,
resulting in high operating. temperatures.
1. Remove the belt guard.
2. To adjust the raw water pump/fresh water pump drive
belt, loosen the two raw water pump mounting bolts. With
the belt: loose, inspect for wear, cracks, and frayed
edges, and replace if necessary.
3. To loosen or tighten the raw water pump/fresh water
pump drive belt, slide the raw water pump in or out as
required, then retighten its mounting bolts.
4. The drive belt are properly adjusted if it can be deflected
no less than 3/8 .inch (lOmm) and no more than.li2 inch
(12mm) as the belt is depressed with the thumb at the
midpoint between the two pulleys on the longest span of
the belt.
NOTE: Maintain a 22lb pressure to the belt's outer face for
proper belt operation. Spare belts should always_ be
carried on board.
NOTE: It is important to maintain spark plugs in a proper .
operating condition. They are an important component in the
ignition system in lowering carbon monoxide levels.
SPARK PLUG GAP:· 0.028 • ·0.031in. (0.7 • O.Bmm}
SPARK PLUG TORQUE: 11 • 15./b·ft. (1.5 • 2.31 kg-m)
INSPECT FOR
WEAR & CARBON
INSPECT FOR
DAMAGE
INSPECTING
THE SPARK
PLUGs
,.._____CHECK FOR.
DETERIORATION
AND DAMAGE
A
NOTE: Loctite Anti-Seize applied to the threaded portion oj
the spark plugs will" retard corrosion, making future removal
of the spark plugs easier.
HIGH TENSION CORDS (IGNITION WIRES)
WARNING: Never attempt to check or adjust the
drive belt's tension while the engine is in operation.
5. Operate the generator for about 5 minutes, then shut down
the generator and re-check the belt tension. Replace the
belt guard.
Check the ignition wires every 500 operating hours as engine
compartment heat can deteriorate the wires.
Check the resistance· of each wire. Do not pull on the wire
because the wire connection inside the cap may become
separated or the insulator may be damaged. When removing
the wires from the spark plugs, grasp and twist the moulded
cap, then pull the cap off the spark plug.
The resistance value is 410 ohm per inch of wire.
RAW WATER PUMP
PULLEY
43
BLEEDING THE FUEL SYSTEM
DESCRIPTION
6. Open the bleed valve on the fuel pressure gauge. Depress
the STOP switch and hold it depressed. This activates
both the low pressure and high pressure fuel pumps.
Observe the fuel flow through the bleed hose and when no
air bubbles are seen, close the bleed valve and observe the
fuel pressure. The pressure should be in the 40 psi range.
7. Remove the pressure gauge set and replace the caps on
the two Schrader valves.
1. Disconnect the fuel module from the engine wiring
harness.
2. Attach your fuel pressure gauge set (Snap On #MT337B,
OTC 7211) or equivalent to the Schrader valve on the fuel
module. Direct the bleed hose from the pressure gauge
into a proper container.
3. Open the bleed valve on the pressure gauge, Depress the
STOP switch and hold it depressed. This activates the low
pressure fuel pump. Observe the fuel flow through the
bleed hose and when no air bubbles are seen, close the
bleed valve and observe the fuel pressure. Typically about
3-5 psi
4. Remove the pressue gauge from the fuel module and
connect it to the Schrader valve on the fuel rail.
8. Insure that all harness connections are secure, operate the
generator and check that there are no fuel leaks.
NOTE: The fuel system will need to be bled any time the fuel
filters are serviced.
A
WARNING: The fuel is under extreme pressure!
No smoking and no open flames! Clean up spilled fuel
and properly discard of cloths and towels.
5. Re-connect the fuel module to the engine harness.
VAlVE
"SNAP-ON· TOOL" PROVIDES AN
EXCELLENT PRESSURE GAUGE KIT
FOR PRESSURE TESTING AND
BLEEDING SCHRADER TEST PORTS
f
I
_....---
~--~----.,~
I
---;.~ FUEL it
RAIL
li
l
FROM HIGH
PRESSURE
PUMPMOOULE
I
t
!
I
I
)
_.~,:--
COOlANT DRAIN
44
I
·OIL PRESSURE
OIL PRESSURE SENDER
OIL GALLERY
The engine oil pressure is continually monitored by the ECU
in the generator control panel when the engine is running,
Should the oil pressure fall below a safe operating level, the
generator will shut-down and the control panels low oil
pressure fault LED will illuminate. Should this occur, do not
· attempt to re-start the generator. Check the oil level and the
condition (consistancy) of the oil. If there is a loss of oil,
inspect the engine for leaks. Inspect the wire connections at
the oil gallery (Pressure Senser).
OIL PRESSURE SWITCH
An oil pressure switch is located on the right side of the oil
filter mounting bracket. This is a normally open contact
switch. It functions with the time relay circuit to ensure DC
voltage to the circuit is terminated when the unit shuts down.
REMOVE THE OIL
PRESSURE SWITCH
TO INSTALL THE
TEST GAUGE
TESTING THE OIL PRESSURE SENDER
To test the engines oil pressure, remove the oil pressure
switch in the oil gallery and install a mechanical oil pressure
test gauge. Start the engine, and with the engine running at
its normal RPM, record the pressure.
OIL PRESSURE AT 1800/1500
OIL PRESSURE
. TEST GAUGE ·
OIL PRESSURE AT 1800/1500
35-45 PSI OR MORE
LOW OIL PRESSURE
35-45 PSI OR MORE
A legitimate loss of oil pressure can be the result of a faulty
oil pressure relief valve or possibly worn bearings in the
engine.
MEASURING EXHAUST BACK PRESSURE
Exhaust systems normally produce resistance to the flow of
exhaust gases, causing back-pressure. Back-pressure must be
kept within a certain limit. Check the back-pressure before
the generator is put back into service.
PSI
GAUGE
To test exhaust pressure, connect either a water column or
PSI tube to the test part on the exhaust elbow as shown.
Check the exhaust back-pressure before the generator is put
into service. Measure the back-pressure after the engine has
reached its normal operating temperature, and at the point
where it is about to reach its rated load at either 1500 rpm
(for 50Hz applications) or 1800 rpm (for 60Hz applications).
Back-pressure should not exceed 1.5 psi (0.11 kg/em\
!·
,• '
....,,Jif/j~·~r:"'":..,"
MEASURING EXHAUST BACK
PRESSURE
\
45
\
TESTING THE IGNITION COIL
NOTE: An analog type
meter must be used
when making this test.
NOTE: An analog type
meter must be used
when making this test.
\
\
I
HT
;'
HIGH TENSION_...'
COIL CONNECTION
Unplug the electrical connections fron the coil carefully
noting the position of the two electrical eonnections Aand B
as they must be reconnected in the exact same position.
·Place the ohmmeter leads ori tenninals Aand B as shown.
A to B ·1.5 ohm
Place the leads between A and the high tension coil HT
connection.
Ato HT • 25.0-27.0 kfl
Place the leads between Band the high tension coil HT
connection.
Bto HT • ·25.0 • 27.0 kfi
SWITCH THE OHMMETER LEADS
BACK AND FORTH BETWEEN
TERMINALS SG ANO CANO
READ THE VAlUES
Instructions
Unplug the two connectors at the distribution plug. Take
care to note the two seperate connections, they must be
~onnected in the exact same position. Place your
ohnuneter leads on the terminals SG and Cas shown
and read the meter. Then reverSe the ohmmeter leads and
again read the meter.
In one direction, the ohm reading will be 100 ohms g.r less.
In the other direction, there should be no ohm reading. Any
value above 100 ohms indicates a faulty igniter. Any ohm
value found with the meter conections in either direction, the
igniter is faulty.
ADJUSTING THE PICK·UP GAP
\
TESTING THE PICK·UP COIL
STANDARD RESisTANCE VALUE: A2, ·.54• K.n
Check that when a screwdriver is passed near the iron core of
the pick-up assembly, the needle of the tester deflects.
Adjust the point gap of the pick-up assembly between the
rotor and the pick-up.
Standard Gap: 0.014-0.016 inches
(0.35 - 0.40 mm)
PICK-UP COIL
Engines & Generators
46
TESTING THE BATTERY CHARGING CIRCUIT
THE CHARGING SYSTEM
Westerbeke's low profile generators are equipped with a
battery charge controller that is powered from a separate
winding in the generator. The battery charget controller is an
encapsulated, solid-state unit that supplies a DC charging
voltage to the generator's starting batterywhil~.the generator·
is operating.
Charging Voltage: 13.0 - 13.4 Volts DC
Charging Amperage: 0 -12Amps DC
BATTCRYCHARGER(f.C.)
NOTE: The battery charging circuit is totally separate from
the. AC o~tput of the generator. The gene"rator output affects
1. Bridge Rectifier
Normal AC voltage running to the rectifier (while the
engine is operating at 1800 rpm) is measured across the
two AC connections on the bridge rectifier. (As
illustrated).
AC voltage running to the bridge rectifier (approximate):
the circuits output, but not the-reverse.
A sepal.ite group of stator windings supplies AC voltage to a
bridge rectifier which converts the AC current to sppply the
charging unit. The unit senses the needs of the starting
battery and supplies a DC charge when one is needed. If you
suspect that the unit is faulty (if the battery's charge is low),
check the charging circuit and it's components(see TESTING
THE BATTERY CHARGER). Check all connections for
cleanliness and tightness including the ground before
replacing the I.C. charger.
No-load off the gener~tor
Full-load off the generator
16.0 volts AC
17.5 volts AC
Normal DC voltage running·out of the reetifier (in volts
DC) is meas'ured across the two DC connections of the
bridge rect{fier; that is + and -.
DC voltage running from the bridge rectifier
·(approximate):
No-load otT the generator
17.0 volts DC
Full-load.off.tlie generator 18.5 volts-D~
2. AC \Vinding: 0.4 ohm
Liftthe two AC wire leads off the bridge rectifier and
measure, the resistance between these two leads with an
ohmmeter. It should measure 0.14 ohm. No continuitv
should exist between these two leads and the ground ~r
the main AC stator windings.
NOTE: lVhen the generator is first started, the charger will
produce a low charging rate. This. charging rate will rise as
the generator is operated.
3o.fFUSE , -;,uTrr.!a/lt .,,...,I'TTJ,,
..
Wtli61N~t~JJ
~ f?IJ!1§6~
I
Testing the Battery Charging Circuit
Testing the Bridge Rectifier
a. Set the meter on Ohms sca1e. ·
b. Connect the positive (+) lead from the meter to point #4.
c. Taking the negative (-) lead, momentarily touch points #1, #2,
#3, and #5. There should be no Ohm value registered on the
meter.
d. Remove the positive (+}lead from point #4 and connect the
negative.(-) lead to it. Momentarily touch points'#l, #2 and
#3. the Ohm meter should register an arbitrary ohm value at
each point it touches.
·
e. Leaving the negative (-) lead oil point #4, touch point #5 with
wARNING:'
the positive (+)lead. The meter should register no Ohm
The. Integral battery charge controller is
value.
·
factory adjusted and sealed. Tampering , f. Place the positive (+) lead on point #1 and the negative (-)
with the potentiomBtBr scrBw voids .the
lead on point #3. Th3e meter should register an Ohm value. .
charging systems warranty.
Reverse these connections and the meter should register
an Ohm value.
A
Testing the Battery Charger
If the rectifier falls any of the previous test&B through E;
the rectifier' is defective.- replace.
To test the battery charger, put a multimeter between the
positive (+) and negative (-) leads to the battery. It should
indicate 13.0V to 13.4V with the engine running. If only the
battery voltage is indicated, check that the battery charger
tenninal connections are tight. With the unit running. test
between the(+) and(·) on the battery charger (as illustrated)
for 13.0V to 13.4V. If no charge is indicated, replace the
charger.
#2
.BRIDGE
RECTIFIER
l"'MTIWESTERBEKE
·f Engln'es & GeneratQrs
47
#4.
STARTER MOTOR
START
BATTERY
. SWITCH
··BATTERY
TESTING WITH AN ELECTRICAL JUMPER
~---" ·REFER TO THE ILLUSTRATION BELOW
NEGATIVE
Remove the Terminal S wire from the ignition and attach
the lead from the electrical jumper. Leave the + positive
battery att~ched and clip the jumper aligater fitting to that
·terminal. The push button should crank the starter.
If the push button fails to crank the starter and the batteries
wiring and wired connections have been checked, the starter
needs to be removed for service.
TYPICAL
DIAGRAM
· NOTE: This electrical jumper can be fabricated using a
standard push button and two connecting wires.
TROUBLESHOOTING/INSPECTION
Prior to testing, make certain the ships batteries are at full
charge and that the starting system wiring connections
(terminals) are clean and tight. Pay particular attention to
the ground wire connections on the engine block.
To check the wiring, try cranking the starter for a few
cycles, not more than three crank cycles at a time, then run
your hand along the wires and terminals looking for warm
spots that indicate resistance. Repair or replace any trouble
spots.
Using a multimeter, test the voltage between the positive
terminal stud on the start solenoid and the engine block
(ground).
If you read 12 volts, the starter is faulty.
,TO REMOVE FOR SERVICE
1. Tum off the DC battery switch.
2. If necessary, remove any components to gain full access
to the starter motor.
3. Label and disconnect the wiring from the starter. (Do not
allow wires to touch, tape over the terminals).
.4. Remove the starter mounting bolts.
:5. Remove the starter from the engine. In s"ome cases the
starter will have to be turned to a different angle to clear
obstructions,
NOTE: WESTERBEKE uses an ignition proof starter
approved by the U.S. Coast Guard. If it is necessary to
replace the starter, purchase a new starter from a
WESTERBELE dealer/distributor.·
If nothing happens at all, the solenoid is not getting
current. Check the battery and inspect the wiring
connections. It is also possible that the solenoid is defective.
STARTER/SOLENOID TESTING
•{+) POSITIVE
TERMINAL
REFER TO.THE.WIRING
DIAGRAM IN THIS MANUAL
FOR WIRE CONECTIONS
Engines & Generators
.48
STARTER MOTOR
TYPICAL STARTER
BRUSH HOLDER ASSEMBLY
APPLY GREASE TO THE GEARS, BEARiNGS
BALL, A~D SLIDING SHAFT. USE DENSO 50
OR AN EQUIVALENT
To prevent damage to the rotor and stator windings while
removing the rotor, place cardboard between the packages
·and remove the rotor by pulling it out gentle.
BENCH TESTING THE STARTER MOTOR
DISASSEMBLING THE MAGNETIC SWITCH
When bench testing the starter motor, make certain it is
securely held in place.
1. Remove the drive end frame mounting screws.
2. Disassemble carefully the overrunning clutch, ball,
spring, gears, rollers, and retainer.
3. Remove the plunger end cover screws and take out the·
plunger.
NOTE: When reasserflb.ling, apply grease to all the gear teeth,
the overrunning clutch and the ball.
Motor Test
1. Using a fully charged battery, run a jumper from the batteries (+) post to the connecting lead that has been
removed from terminal C ..
2. Connect another jumper from the battery(·) post to the
starter motor's housing (momentarily). If the motor fails
to run, the motor is the problem.
TIGHTENING TORQUE B TERMINAL NUT
BRUSH WEAR
Magnetic Switch Test
1. If the contact face of the brush is dirty or dusty, clean it
with emery paper.
2. Measure the brush length (A) with vernier calipers.
3. If the length is less than the allowable limit, replace the
yoke assembly and brush holder.
1. Connect a jumper lead from the starter's S terminal to the
battery(+) post.
2. Connect a jumper from.the battery(-) post to the starter
motor's C temunal (momentarily).
3. If the pinion gear fails to pop out, the problem is with the
magnetic switch.
DISASSEMBLING THE MOTOR
.
5.9 ·11.8 Nm
4.3. 8.7 ft·lb
BRUSH HOlDER
.
NOTE: Closed type bearings are used on this series of
generators. During the dismantling, be careful not to damage
the protective cover rings.
BRUSH LENGTH tA) 1B.OMM (0.
LIMIT 11.DMM (0.4l311N)
Engines & Generators ·
49
UDDIII1J.~rt¥/Y
STARTER MOTOR SERVICE
ARMATURE COIL
1. Check the continuity across the commutator and armature
coil core with an ohmmeter.
2. If it conducts, replace the annature.
3. Check the continuity across the segments of the
commutator with an ohmmeter.
4. If it does not conduct, replace the annature.
.... ~~,.))'·~l:~ ~~\\;f~~~\:.~:~ ~;t·:: ;~~;~:l:~~~:·~.:~;;
.
CHECKING SEGMENT \ki::,;;:_:·:·}:!l>
CONTINUITY
RESISTANCE: COMMUTATOR ARMATURE COIL • INFINITY
COMMUTATOR SEGMENT • O.Q
BRUSH HOLDER
1. Check the continuity across the brush holder and the
holder support with an ohmmeter.
2. If it conducts, replace the brush holder.
CHECKING BRUSH HOlDER
3. If the length is less than the allowable limit, replace the
yoke assembly and brush holder.
RESISTANCE: BRUSH HOLDER TO HOLDER SUPPORT· INFINITY
FIELD COIL
1. Check the continuity across the lead (1) and brush (2)
with an ohmmeter.
2. If it does not conduct, replace the yoke assembly.
3. Check the continuity across the brush (2) and yoke (3)
with an ohmmeter.
4. If it conducts, replace the yoke assembly.
RESISTANCE: lEAD (1) • BRUSH (2) D.Q I BRUSH (2) • YOKE (3) • INFINITY
BEARING
1. Check the bearing for smooth rotation.
2. If it does not rotate smoothly, replace it.
. STATOR
1. Measure the resistance across each lead of the stator coil
with an ohmmeter.
2. If the measurement is not within factory specifications,
replace it.
3. Check the continuity across each stator coil lead and core
with an ohmmeter.
4. If infinity in notindicated, replace it.
CHECKING
STATOR. COIL
RESISTANCE: LESS THAN 1.00
OVER-RUNNING CLUTCH
1. Inspect the pinion gear for wear or damage. If there is
any defect, replace the over-running clutch assembly.
2. Check that the pinion gear turns freely and smoothly in
the over-running direction and does not slip in the cranking direction. If the pinion slips or fails to rotate in both
directions, replace the over-running clutch assembly.
Engines & Generators
50
STARTER MOTOR SERVICE
COMMUTATOR AND MICA
1. Check the contact face of the commutator for wear, and
grind the commutator with emery paper if it is slightly
worn.
2. Measure the commutator O.D. with an outside
micrometer at several points.
3. If the minimum O.D. is less than the allowable limit,
replace the armature.
4. If the difference of the O.D. exceeds the allowable limit,
correct the commutator on a lathe to the factory
specifications.
5. Measure the mica undercut.
6. If the undercut is less than the allowable limit, correct it
with a saw blade and chamfer the segment edges.
COMMUTATOR 0.0. • 32MM (1.259aiN)
LIMIT • 31.4MM (1.23621N)
MICA UNDERCUT· 0.50 • O.BOMM (0.0197 • 0.03151N)
LIMIT· 0.2D~M (0.00791N)
SEGMENT~DEPTH DF MICA
~~~
A CAUTION: Before installing, thoroughly clean the
...
~
~MICA
starter flange and mounling surfaces, remove all old
. paint and rust. Starter performance largely depends on
the quality of the wiring. Use wire of sufficient size and
grade between the battery and starter and fully tighten
to the terminal.
CHECKING MICA
51
ELECTRONIC CONTROL UNIT (ECU)
DESCRIPTION
The ECU (Electronic Control Unit) is factory programmed
and requires no adjustment. No adjustments in the field can
be made to the programming other than engine speed for 50
or 60 hertz operation. The ECU controls starting, engine
operation, safety shutdown features and stopping the engine.
The 10 pin communications port is used by the factory to
input the operating program into the ECU. This connection
can be used with available Diagnostic Software Kit #055410
to monitor the operation of the Low CO system and also
with the same software to troubleshoot operating faults and
change engine operating speed for 50 or 60 hertz operation ..
The ECU is normally programmed for 60 hertz operation
unless specified otherwise. If it is necessary to change the
hertz setting of the ECU, the available software has to be
used to change this program setting in the ECU.It can not be
done any other way.
·
Setting/Changing Engine Speed
The engine speed can be set for generator operation at either
60Hz (1800 rpm) or 50Hz (1500 rpm). Once the AC voltage
output fo! the generator has been reconfigured as described
in the BC Generator section of this manual, proceed as
follows:
1. Open the control box on the generator. Shut OFF the DC
breaker on the control.
2. Access the opening on the ECU by removing the plug.
Connect your laptop (with the software installed) using
the communications cable included in the kit to the ECU
and tum the laptop ON.
NOTE: The arrow on the communications cable
connecting plug for the ECU must face the harness
connections for the ECU.
3. Tum the DC breaker to the ON position. ·
CONTROL BOX
ELECTRONIC CONTROL UNIT
(ECU)
REPLACING THE ECU
4. Using the ECll software, start communications. Follow
the HELP menu instructions for HELP US using the
PC Interface. Program the ECU for the hertz that the
generator is being converted to.
NOTE: The PC lnteiface can be left conected to confirm
proper rpm during testing. Always stop the generator
and turn OFF the DC breaker before disconnecting the
communications cable from the ECU.
Remove the control box cover. Before attempting to remove
the ECU, disconnect its power by removing the fuse from
the front of the contr~l panel. With the engine harness
connections unplugged, unscrew the four side screws and
remove the ECU from itS holder.
INSTALLING THE NEW· ECU
To install the new ECU, reverse the above procedure.
5. Start the generator and monitor the AC output voltage.
Adjust the voltage as needed using the voltage adjustment
pod on the voltage regulator.
6. With the speed/hertz verified and the AC output voltage
adjusted, close the AC breaker and load test the generator.
52
COMPONENT STATIC TESTING
OLEN OlD
GENERAL
All DC voltage measurements are made to the engine battery
negative ground point unless specified otherwise. In making
test measurements, make sure that a good ground for the
meter is established, preferably the point where the negative
battery is connected to the engine. Battery positive voltage is
indicated as B+ and should measure no less than 11.5 volts.
AC voltage measurements should be made with a true RMS .
AC meter to insure accuracy.
GROUND AND B(+)
CONNECTIONS
. MAP SENSOR
The Manifold Absolute Pressure (MAP) sensor is a solid
state pressure transducer which measures the intake manifold
pressure (vacuum). It derives its operating power
(+5V, Pin 4; Gnd, Pin 1) from the ECU and receives power
only when the ECU ~ in an on state. Its output (Pin 3) is
measured to ground.
Typical output voltages are as follows:
Generators
Map Sensor -- Voltages
5.D/6.5Kw
Pin 4 (sig) to Gmd (at rest)
0 VDC.
Pin 4 (sig) to Gmd (prime delay in start mode)
4.089 VDC
Pin 4 (sig) to Grnd (running 1800 rpm no AC load)_'1.73 VDC.
(typical)
WIRE
Pin 3 (+5V) to Grn1l (ati·est)
.
0 VDC
Pin 3 (+5V) to Grnd {prime delay in start mode)
4.997 VDC
Pin 3 (+SV) to Grnd (running 1800 rpm noAC load)_5,005 VDC.
(typical)
TESTitfG THE MAP-SENfOR
Generators
FROM ENGINE·
Map Sensor -- Resistances
AU Models
Pin 1 (grnd) to Pin 2 - - - - - - - - - - 1 . 9 0
GROUND
Pin 1 (grnd) to Pin 3
5.9fi
Pin 1 (gmd) to Pin 4 _ _ _ _ _ _ _ _ ___;_;_·· 5.30
STEPPER MOTOR
STEPPER MOTOR
.
»» .
The throttle plate rotary stepper motor operates on a low DC
voltage supplied from the ECU. There are two independent
operating coils in the stepper motor. Each coil resistance is
typically 3.i ohms.
A resistance value test only should be. performed on the
stepper motors two coils. Do not apply 12VDC to these coils
as it will damage the coils.
Check the resistance value of each coil between coil #l (blue
and red) and coil #2 (black and green).
There should be no continuity found between any of the coil
connectors and the metal case of the stepper body.
.TESTING COIL RESISTANCE
y
J
~
Engines & Generators
53
.
COMPONENT TESTING
TESTING THE OIL PRESSURE SENSOR
. TESTING THE EXHAUST TEMPERATURE SWITCH
The oil pressure sensor sends a DC voltage to the ECU that
the ECU interprets as oil pressure. Should this voltage fall
below a certain level, the ECU will shut the generator down
and illuminate the oil pressure LED:
Test the sensor by checking resistance (at rest):
An exhaust temperature switch is located on the water
injected exhaust elbow. Normally closed, this switch will
open and the ECU will interpret this as a high exhaust tern.perature and open the K2 run relay stopping the generator.
The exhaust temperature LED on the panel will illuminate.
The switch opens at 260- 270°F (127- 132°C}. This switch
resets (contacts close) at approximately 225°F (l07°C}.
When testing,.continuity should be found (switch is
· normally closed).
·
'1\t\~
Ohm Value· 240- 2700
ENGINE DC CIRCUIT BREAKER
The generator's engine DC circuit is protected by a rocker
type DC 20 amp ~reaker mounted on the control box (this
also serves as an Emergency Stop Switch). Excessive DC
current draw or DC electrical overload anywhere in the
instrument panel wiring or engine wiring will cause the
breaker to trip to the OFF po~ition. In this event, the DC
power to the ECU will be intenilpted, stopping the generator.
No panel LED will illuminate. Check and repair the source
of the problem. Mter repairing the fault, reset the breaker and
restart· the generator.
WB OXYGEN SENSOR
The Wide Band 02 Sensor is installed in the exhaust
manifold. It signals the ECU that correct exhaust system
discharge is taking place.
COIL VALVE: - HEATER ELEMENT
GREY·WHITE 10 OHMS
J ,WIDE BAND SENSOR
/J
HIGH/LOW RPM SHUTDOWN
The ECU monitors engine speed by the AC voltage produced
by the MPU. Should this voltage reach a preset value, the
ECU will interpret this as an engine overspeed (2175 rpm
approximately) ancJ.,open the K2 relay, stopping the
generator. The panel Overspeed LED will illuminate. Should
the MPU produce a low AC voltage that the ECU interprets
as an underspeed condition, the ECU will open the K2 relay
and stop the generator. The Overspeed LED will then blink.
TESTING RESISTANCE
TESTING THE OXYGEN SENSOR
Wide Band Sensor: Unplug the s_ensor from the engine .
harness. Locate Ute red pin lead and the vacant black pin
le~d. Measure across these two pins with an ohm ~eter.
Resistance Value 110.0 - 130.0 OHM (approximately)
No continuity should be found between these two pins-and
any of the other four.
A sensor not meeting these tests is presumed faulty. Care
should be taken when installing a replacement sensor. Do
not scratch, damage or handle the sensor end in any way.
Engines & Generators
54
.'PM:049077
.
COMPONENT TESTING .
SPEED SENSOR {Hall Effect)
Check the Speed Sensors AC voltage output while cranking.
The normal voltage is listed below.
Speed Sensor Test Valves Voltage
(while cranking) 5.0, 6.5 Kw MCG - 1.33 VAC
If the AC voltage output is.not present or lower than
shown and coif resistance values are correct, 'check for
contaminapon on the tip of the sensor and/or on the fiat
· knobs on the crank shaft pulley.
Test the Speed Sensors coil windings in a static mode.
Resistance values are shown below. Coil windings resistance
values being lower or not present indicate a damaged/faulty
sensor. Replace.
-~~~
~~
I
Resistance Values: Red ·Black 26 Ohin
While ··Black 21 Ohm
Installing the Sensor: Position a flat knob on crank shaft
plllley below the threaded opening for the sensor. Thread the
sensor in until its tip contacts the flat of the knob. Then back
it out 2 turns and secure it with the jam nut.
TESTING THE FUEL PRESSURE PUMP
Testing the fuel pumps Th a static mode. Check for integrity
of the pump winding. Unplug each pump from the engine
harness and check the resistance value of the winding.
The lower pressure pump should produce 8-10 psi of pressure
when operating measured at the Schrader valve on the fuel
cell. The high pressure pump should produce 35-40 psi of
pressure when operating measured at the Schrader valve on
the throttle body.
Fuel Pump Resistance
High Pressure 8.0 -12.0 Ohms
Low Pressure 1.5-3.0 Ohms
There should be no continuity between the metal case and
either tem1inal of the plug connector.
/"'/
/
I
TESTING FUEL
PUMPS
FUEL MODULE
Engines & Generators
55
COMPONENT TESTING
THE AIR TEMPERATURE SENSOR IS LOCATED
IN THE LOWER PART OF THE AIR INTAKE HOUSING.
~~
AIR AND COOLANT TEMPERATURE SENSORS
THE COOLANT TEMPERATURE SENSOR IS LOCATED
AT THE LOWER REAR OF THE INTAKE MANIFOLD
ABOVE AND TO THE LEFT OF THE OIL FILTER.
Th~e
two sensors con~ as their sensing.elements
identical negative temperature coefficient (NrC)
thermistors whose internal resistance inversely changes to a
change in temperature (i.e., temperature increase, resi'S- ·
tance decrease). The thennistors nominal resistance value
at no F (25° C) is 10,000 ohms. When the ECU is in an
on state, the thennistors (-) lead is connected to ground,
and its (+) lead is connected to the ECU and then through
a fixed series 10,000 ohm resistor to the +5V power
source. Therefore, the voltage at the thennistors (+) lead
should be approximately +2.5 volts at a temperature of
no F and decreases to a voltage of approximately +.25V at
220° F. The voltage - temperature relationship however, is
not linear over this range and therefore it should only serve
as an indicator that the thermistor is functioning.
TEMPERATURE SENSORS
Resistance Values (at room temperature)
Air Temperature Sensor - to,ooon
Coolant Temperature Sensor - to,ooon
Generally, the thermistor may be a:ssumed·to be good if
there is a perceptual· resistance change for a corresponding
temperature over -the indicated range, otherwise replace the
sensor.
FUEL INJECTOR
TESnNG RESISTANCE
The fuel injector has no polarity and operates on 12 VDC.
The coil resistance is typically in the order of 14 to 16 ohms.
..The positive wire to the injector is supplied power through
the contacts of relay K2, which is off when the engine is not
running. To test the injector, disconnect its cable connector
and connect a ground wire to one of its input pins. Connect
a wire from a point of B+ and repeatedly touch the other
input pin. When touched, a low audible click should be
perceptible; if not, resistance test the coil. If okay, the injector.
may be assumed to be functioning electrically. However it ·
could be clogged. If in doubt, replace the injector.
A LOW AUDIBLE:
CLICK SHOULD
BE HEARD.
TESTING FUEL
PRESSURE
TESTING SYSTEM FUEL PRESSURE
Connect a fuel pressure test gauge to the Schrader valve on
the throttle body as shown and run the engine. Pressure
readings should indicate 35 • 40 psi. ·.
Pressure gauge kit MT337B "SNAP -ON-TOOL" is specifically d,esigned for fast accurate testing offuel pressure for
. Schrader test ports.
56
ENGINE TROUBLESHOOTING/SOFTWARE DIAGNOSTICS
PC INTERFACE SOFTWARE ( EC 11)
The Diagnostic Software will run on Windows 98, XP,
Vista and Windows 7. These MUST have a minimum of 128
megabytes of RAM (Random Access Memory). The
communications cable plugs into a USB port. When using
serial to USB adapters, the communication port that the
adapter is using MUST be known in order to configure the
Diagnostic Software.
Diagnostic Software Kit #055410 is available for purchase
through your Westerbeke Dealer or Distributor.
It contains a PC Interface Software CD for your laptop· and a
Programmed USB Interconnect Cable to connect between
your laptop and the unit's Electronic Control Board (ECU).
CABLE AND DIAGNOSTIC SOFTWARE KIT
PART #055410 (USB to ECU) SEE BELOW.
*
Your areas distributor can be found on our website:
www. westerbeke.com
This Diagnostic Software is designed to aide the technician
in monitoring the engine's operation and the ECU (Electronic
Control Unit) functions.
Once downloaded, this software provides IDLE Mode
diagnostics, FAILURE Record and Run Time Data Logging
to EXCEL.
The Westerbeke communication cable is unique to this
Diagnostic Software and MUST be used or otherwise
damage to the ECU will occur if any communications cable
is substituted. The Diagnostic Software is designed with
multiple screens, tabs and pull down menues to aid the user
in the diagnostic process.
The Diagnostic Software is for monitoring \fle opetation of
the engine/generator and is also used to change the ECU ·
target frequency between 50Hz and 60Hz.
. SPEED
OIL PRESSURE
,_,-..,-....J
ENGINE TEMP
BATTERY CHARGER (/.C)
*THE COMMUNICATIONS CABLE IS AVAILABLE
FOR· DIAGNOSTIC MONITORING OF THE ENGINES
OPERATION USING PC SOFTWARE. REFER TO
SOFTI¥ARE DIAGNOSTICS IN THIS
FOR WIRING CONNECTIONS
TO THESE COMPONENTS
REFER TO THE WIRING
DIAGRAMS IN THIS MANUAL
EXT. ALARM
I----
EXHAUST TEMP
COMMUNICATIONS
GABLE
L
CONTROL BOX INTERNAL COMPONENTS
TYPICAL ASSEMBLY
57
CONTROL PANEL
SOFTWARE DIAGNOSTICS
ENGINE WARNINGS IDLE STATE: DC circuit breaker on, generator not running.
In the IDLE state, only Ambient Air Temperature Low and MAP Sensor Possible Fault are logged. If the fault persists after the
generator is started, the CRANK state and RUN state warnings and shutdowns will apply. There are NO shutdowns in the IDLE
state, only warnings. Shutdowns can occur in both CRANK and RUN states.
WARNING/DESCRIPTION
PROBLEM
PROBABLE CAUSE
Coolant Temperature Shorted
Short circuit (0 Ohms)
1. Faulty temperature sensor.
2. Pinched or bare wire in harness.
Coolant Temperature Open
Open circuit
1. Faulty ECT sensor.
2. Sensor unplugged.
3. Loose connection or corroded wiring.
Coolant Temperature Low
Reading less than -25°C (-13° F)
1. Excessively cold weather.
2. Faulty temperature sensor.
Coolant Temperature High
Reading rnore than 95°C (203° F)
1. Faulty temperature sensor.
2. High compartment temperature.
3. Engine heat soak after norrnal shutdown.
External Alarm
Open circuit
1. External alarm fault (i.e. Fireboy)
2. Loose connection or corroded wiring.
Exhaust Temperature High
Open circuit
1. Faulty exhaust temperature switch.
2. Low coolant flow to exhaust.
3. Loose connection or corroded wiring.
Battery Voltage Low
Less than 12 volts
1. Weak or dead battery.
2. Blown fuse in charging circuit.
3. Faulty regulator or charging circuit.
4. Loose connection or corroded wiring.
Battery Voltage High
More than 15 volts
1. Faulty regulator or charging circuit.
Ambient Air Temperature Shorted
Short circuit (0 Ohms)
1. Faulty temperature sensor.
2. Sensor unplugged.
3. Pinched or bare wire in harness.
Ambient Air Temperature Opened
Open circuit
1. Faulty air temperature sensor.
2. Loose connection or corroded wiring.
Ambient Air Temperature Low
Reading more than -25°C (-13° F)
1. Excessively cold ambient temperature.
2. Faulty air tern perature sensor/connection.
Ambient Air Temperature High
Reading more than 63°C (145° F)
1.
2.
3.
4.
Oil Pressure Send or Shorted
Short circuit (0 ohms)
1. Faulty oil pressure sender.
2. Pinched or shorted wire in harness.
MAP Sensor Possible Fault
MAP reading out of range
(<10 kPa or >115 kPa)
1. Faulty MAP sensor.
2. Pinched or shorted wire in harness.
3. Loose connection or corroded wiring.
58
Excessively hot ambient temperature
Bilge venting system faulty or inadequate.
Engine heat soak after normal shutdown.
Faulty temperature sensor.
SOFTWARE DIAGNOSTICS
ENGINE SHUTDOWNS RUN STATE: Engine RUN state is • DC circuit breaker on, generator started
and running.
In the RUN state, all shutdowns are logged and a light will be illuminated on the control panel. The generator will be shutdown
and the light(s) will stay illuminated until the 12 VDC power to the generator is cycled.
Oil Pressure shutdowns illuminate the OIL PRESSURE light.
Engine Coolant Temperature shutdowns illuminate the ENGINE TEMPERATURE light.
Exhaust Temperature High shutdown illuminates the EXHAUST TEMPERATURE light.
External Alarm shutdown illuminates the EXTERNAL ALARM light.
Overspeed and Underspeed shutdowns illuminate the pair of SPEED lights.
All other shutdowns illuminate the pair of CHECK ENGINE lights.
I WARNING/DESCRIPTION
PROBLEM
PROBABLE CAUSE
CoolantTemperiture Shorted
Short circuit (0 Ohms)
1. Faulty tempemture sensor.
2. Pinched or bare wire in harness.
Coolant Temperature Open
Open circuit
1. Faulty ECT sensor.
2. loose connection or corroded wirlno.
Coolant Temper.rture High
Reading more than 1WC (212" F)
1. Faulty tempemture sensor.
2. Coolant or raw water problen\llevef..flmv isstle.
3. Engine heat soak after normal shutdown.
Ullderspeed
1500rpm
1800rpf!l
Overspced
1500rpm
..
1350 rpm for 4 seconds
1620 rpm for 4 seconds
1. Excessive load ~generator.
2. Inspect stepper wiring.
3. Fuel supply insutr~.
0\'lr 1950 rpm for 0.5 seconds
Over.1800 rpm for 1.0 seconds
0\'!1' 1725 rpm for 2.0 seconds
1. Vacuum Ita: in-intake manifold or fiOset. ·
2. Throttle shaft stlcki~.
3. Inspect stepper Wiring.
O\'lir1650 rpm for 4.0 secondS
Ovorspeed
1800rpm
Over 2340 rpm for 0.5 second$
Over 2160 rpm for 1.0 second$
Over 2070 rpm for 2.0 seconds
Over 1980 rpm for 4.0 seconds
Crank Sensor Possible Fault
lnt:emal ECU parameter
$Jl~ signal intermittent
Grant Signal loss
..
No speei1 signal to ECU for 3+ seconds.
1. Vacuum leak in Intake manifold or hoses.
z. Thi'Ottle shift sticking.
3. Inspect stepper wiring.
'"
1. loose connection Or corroded wiring.
2. Sensor needs adjustme.nt.
3. Senso.' tip contamiiiated with metal filings.
4. Crank speed sensodal.iltY:
s. Speed concfltioning modult faUlty.
1. loose connection or corroded wifino.
2. Sall$0r tip wntaminate<J with metal fllinos.
3. Crank sPeed~ faulty.
4. Sell$0r needs adiUSbYient
Throtlfe toss of Home
Internal ECU parameter.
1. Throttle shaft stidcing.
2. Weak battel)'.
3. IRSJ)ett stepper Wiring.
Oil Pressure Sender Shorted
Short circuit (0 ohms)
1. Faulty Oil pl'e$$tlre sender.
2. Pinched or shorted wire in harness.
Oil Pressure Sender Open
Open circuit (ro ohms)
1. Faulty oil pressure sender.
2. Loose connet1ion or corroded wiring.
Oil PI'I!Ssure Low
Reading less than 8 psi for 5 seconds.
1. Checll oillellel.
2. Insure pi'OJ)er oil Yiseosity.
3. Clmk lubrication system for leaks,
59
SOFTWARE DIAGNOSTICS
ENGINE SHUTDOWNS RUN STATE: Engine Run State • DC circuit breaker on, generator started
and running.
WARNING/DESCRIPTION
PROBLEM
PROBABLE CAUSE
Battery Voltage Low
Less than 11 volts
1. Dead battery.
2. Blown fuse.
3. Faulty regulator or charging circuit.
4. Loose connection or corroded wiring.
Exhaust Temperature High
Open circuit
1. Faulty exhaust temperature switch.
2. Loose connection or corroded wiring.
3. Seawater flow blocked.
External Alarm
Open circuit
1. External alarm fault (ie. Fireboy).
2. Loose connection or corroded wiring.
Wideband 02 Sensor (WB02)
Reading Out of Table
ECU measures
A. <.70 or A. >2.00, which
is out of the table range
1. Excessively rich or lean combustion.
2. Loose connection or corroded wiring.
3. Oxygen sensor faulty.
Wideband 02 Sensor (WB02)
Failure to Cross Stoich
A. reading not crossing
above and below A. =1.00 at
least once per minute
1. Excessively rich or lean combustion.
2. Excessive fuel caused by faulty ECU or MAP sensor..
3. Dirty or clogged fuel injector(s).
4. Insufficient fuel supply or pressure.
Wideband 02 Sensor (W802)
Heater Failure
Heater current out of normal range
1. Loose connection or corroded wiring.
2. Oxygen sensor faulty.
Lambdo Set Point Not Achieved
On after start-up
1. Running too rich.
High DC Voltage Charge
16 VDC +
1. Check battery charger.
~··
60
SOFTWARE DIAGNOSTICS
ENGINE WARNINGS RUN STATE: DC circuit breaker on, generator successfully started
and running.
In the RUN state, all warnings are logged and a light will be illuminated on the control panel. The light(s) will go out when the
warning condition is no longer present. Warnings will be indicated as follows:
Oil Pressure warnings illuminate the OIL PRESSURE light.
Engine Coolant Temperature warnings illuminate the ENGINE TEMP light.
Exhaust Temperature High illuminates the EXHAUST TEMP light.
External Alarm warning illuminates the EXT ALARM light.
Overspeed and Underspeed warnings illuminate the pair of SPEED lights.
All other warnings illuminate the pair of CHECK ENGINE lights.
WARNING/DESCRIPTION
PROBLEM
PROBABLE CAUSE
Coolant Temperature Low
Reading less than -25°C (-13° F)
1. Excessively cold ambient.
2. Faulty temperature sensor.
Coolant Temperature High
Reading more than 95"C (203° F)
1. Faulty temperature sensor.
2. Cooling water issue (raw water or coolant).
3. Thermostat.
4. Engine heat soak after normal shutdown.
Underspeed
60 Hz: Under 1656 rpm for 8+ seconds
50 Hz: Under 1380 rpm for 8+ seconds
1. Excessive load on generator.
2. Air intake blocked.
3. Fuel supply insufficient.
Overs peed
60 Hz: Over 1944 rpm for 4+ seconds
50 Hz: Over 1620 rpm for 4+ seconds
1. Vacuum leak in intake manifold or hoses.
2. Throttle shaft sticking.
3. Stepper unplugged.
Overload
Throttle wide open and RPM 1800 (60Hz)
for 1500 (50Hz) for 8+ seconds.
1. Excesive load on generator.
Crank Sensor Possible Fault
Internal ECU parameter.
1. Loose connection or corroded wiring.
2. Needs adjustment.
3. Sensor tip contaminated with metal filings.
4. Faulty sensor.
Oil Pressure Sender Shorted
Short circuit (0 ohms)
1. Faulty oil pressure sender.
2. Pinched or shorted wire in harness.
Oil Pressure Sender Open
Open circuit (rn ohms)
1. Faulty oil pressure sender.
2. Loose connection or corroded wiring.
Oil Pressure Low
Reading less than 12 psi for 5 seconds.
1. Check oil level.
2. Insure proper oil viscosity.
3. Check lubrication system for leaks.
Battery Voltage low
Less than 12 volts
1.
2.
3.
4.
Battery Voltage High
More than 15.5 volts
1. Faulty regulator or charging circuit.
Ambient Air Temperature Shorted
Short circuit (0 Ohms)
1. Faulty temperature sensor.
2. Pinched or bare wire in harness.
Ambient Air Temperature Opened
Open circuit
1. Faulty air temperature sensor.
2. Loose connection or corroded wiring.
Ambient Air Temperature Low
Reading more than -25°C (-13° F)
1. Excessively cold ambient.
2. Faulty air temperature sensor.
Ambient Air Temperature High
Reading more than 95°C (203° F)
1. Excessively hot ambient.
2. Bilge venting system faulty or inadequate.
3. Faulty temperature sensor.
Engines & Generators
61
Dead battery.
Blown fuse.
Faulty regulator or charging circuit.
Loose connection or corroded wiring.
ON-BOARD DIAGNOSTICS 1 PC INTERFACE SOFTWARE
Pulse Width
After installing the PC Interrace Diagnostics Software on
your laptop, shut off the 20 amp DC breaker on the
generators control box. Attach one end of the Westerbeke
communication cable to one of your laptops serial ports.
If your laptop does not have a serial port, you must use an
adapter that goes from a serial port to a USB. Attach the
other end of the communication cable to the 10 pin
connection on the ECU. Make sure that the red wire on the
communications cable lines up with the pin number 1 on
the ECU. Reference the label on the ECU to identify pin
number 1. Tum on the 20 amp DC breaker as soon as the
communication cable is connected to both the ECU and
your laptop.
Open the Interrace Software and under communication select
comm port. Select the comm port that the cable is connected
to. Under communication select start comm or crtl 'tS. The
word communication under the menu bar should turn from
RED to GREEN if the communication link is properly
achieved. If it does not tum green, check the connections
at the PC and the ECU. Make sure that the connector is
properly positioined on the ECU and that all the pins are in
the connector. Verify the computer Comm Port selected is
correct. Make sure the main DC circuit breaker is turned on.
The ECll interface is divided into four sections. Engine
Conditions, Wzdeband 02 Sensor Control, Engine Control
States and Emissions Records Display.
In9icates the fuel injector pulse width.
Manifold Pressure
Indicates the pressure in the intake manifold in kPa.
WIDEBAND 02 SENSOR CONTROL
This section monitors the operating conditions of the
wideband oxygen sen'sor.
WB 02 Sensor States
There are seven wide band sensor states.
1. WB Time Stamp is the initialization state for the wide
band lambda sensor.
2. WB OL Delay occures during the post-crank enrichment
period. This is an open loop fueling period. This .state is
present until the WB02 heater comes up to its operation
temperature.
3. WB CL Start Comp is the beginning of closed-loop
fueling for the post-startup. The closed loop control
targets a rich lambda set point. The lambda set point is a
function of engine coolant and this set point leans out as
a function of time.
4. WB Warmup is enten:~d only if the engine coolant
temperature is not above a certain threshold.
S. WB CL No Fault Checks occurs when the lambda closed
loop control is trying to control the fuel delivery to
Stoich (Lambda= 1.000) but no checks for emissions
faults are performed.
6. WB Closed Loop is closed loop lambda control with a
target set point of Stoich and emissions faults checks
occurs.
1. WB Open Loop state occurs if an emission malfunction
is detected. The closed loop lambda control is disabled.
ENGINE CONDITIONS
This section monitors the running conditions of the engine.
Coolant Temperature
Coolant temperature is displayed in degrees C and degrees F.
Air Temperature
Air temperature is displayed in degrees C and degrees F.
Engine Oil Pressure
WB 02 Heater Status
. Oil pressure is displayed in BAR and PSI.
There are three states for the Heater Status. Low
Temperature, High Temperature, and Normal Temperature.
The Normal Temperature is at 893mV.
Battery Voltage
Battery voltage at the ECU is displayed in Vde.
Engine Hours
WB 02 Crossing Stoich
Engine runtime is displayed in hours.
There are three states for Crossing Stoich. Initialize indicates
the initialization period for the sensor. Rich indicates a
Lambda lower than 1.000. Lean indicates a Lambda higher
than 1.000.
Engine Speed
Engine speed is displayed in RPM.
60Hz operation= 1800 rpm and 50Hz operation= 1500 rpm.
Running Closed Loop PI Control
Lambda
Indicator will be RED when running Open Loop and will
tum GREEN when running closed loop.
ExhaustAir/Fuel mixture. You should see readings going
abve and below 1.000 continuously as the ECU adjusts the
Air/Fuel mxture.
WB 02 Heater Voltage
This indicator reads the Wideband Heater status in
milli-volts. The set point for this function is 893mV.
Throttle Position
Indicates the position of the throttle control unit in steps
relative to the fully closed position.
Engines & GefJerators
62
ON·BOARD DIAGNOSTICS 1 PC INTERFACE SOFTWARE
ENGINE CONTROL STATES
7. Low Oil Pressure - This will display if the oil pressure
falls below 8 psi.
8. ' Oil Pressure Sensor Shorted - This will display if there
is a short in the oil pressure sensor wire.
9. External Fault -This will display if the device
connected to the auxiliary fault terminal such as afire
boy device has been triggered.
10. Low Battery LeYel on Crank -This will display if the
battery voltage is too low to crank the engine long
enough to start.
This section monitors the control conditions of the genset.
Emission Conditions
There are four Emission Conditions.
1. Closed Loop Disabled - This condition will display if
the Wideband 02 Sensor Control has been disabled
2. Nonnal Operation - This condition will display when
the engine is running and everything is operating properly.
3. Sensor Out Of Range - This condition will display
when the lambda is extemely rich {less than 0.8) or very
lean (greater than 4.6) ..
4. Not Crossing Stoich - This condition will display if the
engine has been running too Rich or too lean for more
than the allotted time period. A perfect Stoich reading in
the display is 1.000.
Heater Malfunction - This condition will display if the
heater on the Wideband 02 Sensor has failed .. If this
condition displays it is probably time to change the
Wideband 02 Sensor.
Engine State
There are five Engine States.
1. Idle - This is the state when the engine is turned off..
2. Crank- This is the state when the starter motor is
engaged and cranking the engine over for starting.
3. Run - This is the state when the engine is running.
4. Shutdown - This is the state after the stop button has
been pressed and the engine is shutting down.
5. Idle Wait - This is a short period, approximately 3 seconds, after the stop button has been pressed before the
start button can be pressed again. This allows the engine
to stop turning before' attempting a restart.
Engine Shutdowns
Along with the PC Interface to display shutdowns, the
Genset is equipped with an LCD display to indicate shutdown. Refer to your Owners Manual for a description of the
display. When the Genset is operational and everything -is
operating properly, this box will display Normal Conditions.
There are ten Engine Shutdowns that are controlled by the
ECU.
1. Over-Crank Timeout - This will display if after the
start button is pressed and the starter motor is cranking
the engine but it does not start the engine in about six
seconds.
2. High Engine Coolant Temperature - This will display
if the temperature of the engine coolant exceeds 95•C.
3. Overspeed • This will display if the engine speed
exceeds 20% of the desired set speed. (2160 rpm for
60Hz and 1800 rpm for 50Hz).
4. Underspeed - This will display if the engine speed falls
below 20% of the desired set speed. (1440 rpm for 60Hz
and 1200rpm for 50Hz).
5. Speed Loss - Thi~ will display if there is a loss of speed
signal due to a sensor failure or the engine has stopped
running due to some other malfunction not covered
under the ECU shutdowns. Sometimes if the Genset
Firmware Revision Number
The Firmware Revision Number consists of three parts. The
first part is the Part Number, the second part is the Major
Revision Number, and the third part is the Major Revision
Number.
NOTE: When requesting service information, please reference
the complete Firmware Revision Number.
Frequency Option
This box displays the position of the Frequency Option
Switch on the ECU. On the top of the ECU there is a four
position dip switch block. Switch Number 1 is for selecting
the desired engine speed. When the switch is in the ON position, the engine will run at 1500 rpm for 50Hz operation.
When the switch is in the OFF position, the engine will run
at 1800 rpm for 60Hz operation.
NOTE: To change the speed selection, the engine must be
OFF and the Main DC Circuit Breaker on the panel box
must be switched OFF. When switching from one frequency
to another, there are wiring changes that must be performed
before operating the Genset. See you Owner's Manual for
further details.
runs out offuel this shutdown or Low Oil Pressure
may be displayed.
6. High Exhaust Temperature - This will display if the
exhaust elbow overheats due to a lack of raw water discharge. Check the raw water pump for flow if this failure
occurs.
I,.,.IWESTERBEKE
l Engines & Glflnerators
63
ON·BOARD DIAGNOSTICS 1 PC INTERFACE SOFTWARE
Start off by collecting date from the time that the engine is
started. If you have a genset that has the idle mode, start the
PC interface communicating and data logging before you
start the engine. If you have an engine that does not have an
idle mode, start the PC Interface as soon as possible after the
engine is running. Let the engine warm up for about 10 to 15
minutes before trying to apply an AC load. Monitor and
record AC volts and amps if possible.
After the engine is warmed up, start applying an AC load by
turning on various devices. Let the unit run at each load
change for a couple of minutes so that the unit is stable.
Monitor and record AC volts and amps if possible at each
load site. Continue to as AC load until the unit is at or near
full power rating. Power is determined by multiplytng the
AC voltage times the AC amperage. This will determine if
the unit is overloaded or not.
Sp,eed
Simple enough, this is the speed that the engine is running.
the genset is set up to operate at 60 Hz, then the engine needs
to run at 1800 rpm (belt driven units may be different). If the
unit is set up for 50 Hz operation then the engine speed will
be 1500rpm.
When a genset is gov~rning properly, you should see readings slightly above and below the desired speed. Even a well
tuned engine will vary a little. The point is you should see
readings above and below the desired speed. If you see speed
readings remain more than 20 rom above or below the
desired speed for a prolonged period of time, there could be a
problem, especially if this is noticed with no AC load
applied.
If the speed is too high with no AC load applied, check the
1-c
After loading up the genset, begin to reduce the
load. Let
the unit run at each load site for a couple of minli.tes to
stabilize. Continue to reduce the AC load and monitor
voltage and amperage until there is no AC load on genset.
This will give a technician a baseline of what is going on
when the engine is running under a controlled load condition.
Finally, after running the controlled baseline test, this might
sound strange, but sometimes the customer might know a
particular scenario that will cause a problem for the unir.
Sometimes we hear customers say that the unit runs fine for
awhile and when my air conditioner shuts off something
happens. Try repeating the scenario that the customer mentions. Always start by recording date from the start up for a
least a couple of minutes with no load on the generator to
get a starting point. Then continue to record data until the
problem shows up.
If you have a unit with no idle mode, and the unit shut down
under some kind of fault, the date log will automatically stop
and save the file. If you have a unit with an idle mode, and
the unit was to shut down under some kind of fault, you will
have to manually stop the data log to save it. Or in the case of
shutting of the DC circuit breaker, this will also cause the
data file to stop and save itself.
WHAT TO DO WITH THE DATA
All of the data that is being recorded is also being displayed
on the PC Interface in the various boxes. The following
information applies whether you are looking at the data file
after it has been recorded or watching it live in the PC
Interface. The data file can be opened in most spreadsheet
software such as Microsoft Excel.
Some of the data that is being collected is pretty much self
explanatory and simple to follow. For example, I think that
engine temp, air temp, oil pressure, and battery volts would
be easy to figure out. Some of the other items may be less
familiar.
64
data box labeled Stepper Pos. (steps). The throttle is controlled by a stepper motor. Usually the step count for the
engine running with no AC load is typically in the 20-30
steps range. A couple of steps above or below this range
does not indicate a problem. However, if the step count is in
the single digit numbers or even showing a zero, the problem
maybe that the thrrottle body assembly may be out of
calibration or not functioning properly. The stepper motor
can only go to a positioin that it thinks is zero. If the
calibration is off, the stepper cannot move the throttle closed
enough to slow the engine down. An engine that has this
problem will run at the proper speed once some AC load has
been added. However, when that load is dropped, the speed
will be too high, and in some cases may cause the engine to
over-speed and shut down.
If the engine speed is too low with no AC load applied, there
is probably a totally different problem. Again, look at the
Stepper Position. Is the speed low but steps are high? This
would mean that the throttle is being opened to compensate
for loss of speed but the speed is not coming up. Check to
make sure that the fuel level is full in the fuel system and that
the fuel is good and the filters are clear. Bleed the fuel system
to remove any air. Check to make sure that the air intake
screens are clean. Check to make sure that the spark plugs
have not fouled.
If the engine speed is okay when running with no AC load,
but once underway with some AC load being aplied the
speed drops and stays below the desired speed, first check the
AC power by multiplying the total AC amperage times the
AC volts to get the kilowatts. If this number is higher than
what the unit is rated for, then it is overloaded., Shut off
some of the devices until the speed returns to normal and
check the power again. If there is only a small AC load
applied and the speed cannot maintain, follow the same
suggestions from the previous paragraph.
ON-BOARD DIAGNOSTICS 1 PC INTERFACE SOFTWARE
After checking the senor and the genset is running too rich,
ch!!ck the air intake screens and spark plugs to make sure .
they are clean and functioning properly. If the genset is
running too lean, check the fuel )evel_s and the quality of the
fuel. Water in the gas will cause the genset to run Jean.
Pressure (k.Pa) - This is the pressure that exists in the intake
manifold. At no-load the kPa will be lower than at full load.
The wider the throttle plate is open, the closer it gets to
atmosphere which is about 100 kPa. Typically a genset
running at no-load will see a kPa value around 30, while at
full load it would be around 90 kPa. If the kPa is stuck at
70 and never moves then there is a problem with either the
MAP sensor or the wiring to the MAP sensor, as 70 is a
default value that is in the code.
Lambda PW Trim - Is the fueling trim precentage that the
wideband oxygen sensor is contributing. In most cases 15%
is the maximum.
"'
Wideband P, I & D Term - These values are the lambda
value controlling terms. Their job is to keep the lambda
reading at 1,000 by enriching or enleaning the fueling.
WB Heater Set-point - This is the set-point in millivolts of
the heater temperature in the Wideband 02 Sensor. Curently
in all the units that do not have an idle mode, the set point
is 893. In other units the set-point will vary but wll be
displayed in this box.
Lambda P & I Term - These values are the lambda value
controlling terms. Their job is to keep the lambda reading at
1,000 enriching or enleaning the fueling.
WB Current Temp - This is the actual value in millivolts of ·
the heater temperature in the Wideband 02 Sensor. If the
heater is working properly, you will typically see values stay
within 20 millivolts of the set-point. The higher the number
is, the colder the heater is. 1)rpically a reading in the 4000
area means that the heater is not working at all. If the value
is swinging dramatically above and below the set-point, the
sensor is probably failing. The sensor should be replaced.
NB SIT - (Narrowband Short Term Trim) If you genset is
equipped with a narrowband oxygen sensor, this will be the
value of its contribution. Max contribustion is 1%.
Stepper Pos (steps) - The throttle shaft is controlled by a
stepper motor. The value displayed is in steps. Zero steps
being the closed position.-Most units will run at no load in
the 20 to 30 steps range. These values will vary from engine
to engine.
Lambda - Lambda represents the ratio of the amount present
in a combustion chamber compared to the amount that
should have been present in order to obtain "prefect"
combustion. Thus, when a mixture contains exactly the
amount of oxygen required to bum the amount of fuel
present the ratio will be one to one and lamba will equal
1,000. If the mixture contains too much oxygen for the
amount of fuel (a lean mixture), larnba will be greater then
1,000. If a mixture contains too little oxygen for the amount
of fuel (a rich mixture), Iamba will be less than 1,000.
Perfect combustion requires an air/fuel ratio of approximately
14.7:1 (by weight) under normal condtions. Thus a lean
air/fuel ratio of, say, 16: 1 would translate to a lambda value
of 1.088. (To calculate, divide 16 by 14.7.) A lamba of .97
would indicate an air/fuel ratio of 14.259:1 (derived by
multiplying .97 by 14.7).
Pulse Width - Is the fueling duration in milliseconds (ms).
The value will be lower at no load than at full load.
lp Current - Is the electrical'value equivalent of the Lambda
reading. There is not much to learn from this number.
Main Fuel Comp (%) - Is the fueling compensation that is
derived from a value in the fuel table, which is based on the
engine rpm and the MAP pressure.
Air Temp and Engine Temp Comp (%) - Is the fueling
compensation based on the air temperature and engine
temperature. This value can be both positive and negative.
This value is added or subtracted from the main fuel
compensation value.
In our applications we want to see lambda reading around
1,000. Because of the combustion involved this number will
constantly be changing, ideally you should see the value of
lamba fluctuating slightly above and below the 1,000 target.
Frequency Option - Tis the value of the speed selector on
the ECU, whether it is 50 or 60 Hz. Some interfaces may not
show this column but will display the Frequency Option in
the Title area at the top of the data log.
Immediately after a startup it is typical to see a rich readings
for lambda. This is part of the startup process and usually
takes a couple of minutes for sensors to warm up and take
control of the air fuel mixture.
The Generator Frequency - Is a function of engine speed.
For most applications, 50 Hz operation is with an engine
speed of 1500 rpm, while 60 Hz operation is with an engine
speed of 1800 rpm. Note: Belt drive applications will be
If you see a problem in this area first check the Wideband
heater value to make sure that the heater is working.
Remember that it takes about three minutes after starting an
engine for it to be totally in control. Physically remove the
sensor and check it for corrosion and build up of deposits.
from the water being injected through the exhaust. Salt water
deposited on the senor will be very damaging. If there is any
evidence of build up, replace the sensor.
different, check your owners manual for engine speed.
65
ON-BOARD DIAGNOSTICS 1 PC INTERFACE SOFTWARE
De-rated P Term - This code provided for t)1e
P(Proportional) Term, in the speed PID controi, to be derated right after start-up for a short period of time. This
allows the engine to warm up with out havil).g aq aggressive
P value which could cause "hunting" or instability when the
engine is cold. On some older units there is also a trim pot on
the top on the EUC that can manually de-rate the P value.
This will be reflected in this box.
When the engine has been running properly, Normal
Conditions will appear in the Emissions Records Display. If
there are no conditions recorded, the message There are no
emissions records to display will appear. This should only
display when the engine has never been run or the ECU has .
been replaced.
Speed P, I & D Terms - These values reflect the engine
Clear the Display
NOTE: The engine must be in th~ Idle state with the main DC
circuit breaker ON for this function to work.
speed governing process. These values are constantly
changing and it is very hard to get any information from
them. The only thing I can say on the subject is that you
should see these values constantly changing. If for some
reason there are all zeroes in these columns than the engine
is probably not running.
Pressing this button will clear the Emissions records Display
window only. It will not clear the records that are stored in
the ECU. This function works with the engine running or in
Idle mode as long as the main DC circuit breaker is on.
NOTE: It is ve1y important to use the START/STOP switch
to stop the Gen.~et. If the DC circuit breaker is used to
shutdown the Genset, no Emissions Record will be logged.
EMISSIONS RECORDS DISPLAY
TO CLOSE THE MONITOR
This will display the emissions records stored in the memory
of the ECU.
Click the X in the top right hand comer of the Window or
Click File/Exit.
Display Emissions Records
Pressing this button will populate the Emissions Records
Display with any emissions records which may have been
recprded. ·
66
BC GENERATOR SINGLE PHASE
DESCRIPTION
MOTOR DATA
. The BC generator is a brushless, self-excited generator. which
requires only the driving force of the engine to produce an
AC output. The stator houses two sets of windings; the main
stator windings and the exciter windings. When the generator
is started, residual magnetism in the four rotating poles
induces a voltage in the stator which then generates an even
larger voltage in the exciter windings. This mutual build up
of voltage in the four rotating poles and in the exciter windings quickly reaches the saturation point of the capacitor(s)
and a regulated energy field is then maintained in the stator.
At the same time,this regulated field produces a steady voltage in the stator windings which can then be drawn off the
generator's AC terminals to operate AC equipment. The
generator is a single-phase, reconnectable ~20 volt AC
two-wire or 115 volt AC two-wire or 230 volt AC two-wire,
at 50 hertz.
The generator's data plate gives the voltage, current and
frequency rating of the generator. An AC wiring decal is
affixed to the inside of the louvered cover at the generator
end. A diagram of the various AC voltage connections is
proviged on the decal. An Integral Controller (IC) is mounted
inside the generator and supplies a continuous DC.charg~ to
the generators starting battery when the generator IS runrung.
'The power required to start an electric motor is considerably
more than is required to keep it running after it is started.
Some motors require much more current to start them than
others. Split-phase (AC) motors require more current to start,
under similar circumstances, than other types. They are
commonly used on easy-starting loads, such as washing
machines, or where loads are applied after the motor is
started, such as small power tools. Because they require 5 to
7 times as much current to start as to run, their use should be
avoided, whenever possible, if the electric motor is to be
driven by a small generator. Capacitor and repulsioninduction motors require from 2 to 4 times as much current
to start as to run. The current required to start any motor
. varies with the load connected to it. An electric motor
connected to an air compressor, for example, will require
more current than a motor to which no load is connected.
In general, the current required to start 115-Volt motors connected
to medium starting loads will be approximately as follows:
Bearings: The bearings are sealed type and permanently
greased requiring no maintenance during their working life
(approx. 30,000 hours).
4
'2
AMPS FOR
RUNNING
(AMPERES)
(~TARTIN~l
AMPERES
AMPS FOR
1/6
1/4
1/3
1/2
314
1
3.2
4.6
5.2
7.2
10.2
13
6.4 to 22.4*
9.2to 32.2*
1o.4 to 72.8 *
14.4 to 29.2*
20.4 to 40.8*
26to 52
*NOTE: In the above table the maximum Amps for Starting is
more for some small motors than for larger ones. The reason
for this is that the hardest starting types (split-phase) are not
made in larger sizes.
AC TERMINAL CONNECTIONS
t
MOTOR SIZE
(HP)
Because the heavy surge of current needed for starting
motors is required for only an instant, the generator will not
be damaged if it can bring the motor up to speed in a few
seconds. If difficulty is experienced in starting motors, tum
off all other electrical loads and, if possible, reduce the load
on the electric motor.
5
CIRCUIT.
BREAKER
ISOLATED
POST
(NEUTRAl}.
L1
1
6
-
Generator Maintenance
120V/60Hz
Maintaining reasonable cleanliness is important. Connections
of terminal boards and rectifiers may become corroded, and
insulation surfaces may start conducting if salts, dust, engine
exhaust, carbon, etc. are allowed to build up. Clogged ventilation openings may cause excessive heating and reduced life
of windings.
In addition to periodic cleaning, the generator should be
inspected for tightness of all connections, evidence of
overheated terminals and loose or damaged wires.
N
4
3
CIRCUIT
BREAKER
ISOLATED
POST
230V/50Hz
N
l1
NOTE: Correctly poi)ition the case ground wire (white/green)
onto the neutral/ground terminal.
67
BC GENERATOR SINGLE PHASE
GENERATOR OUTPUT
INTRODUCTION TO TROUBLESHOOTING
To confirm the generator's output capacity, run the
generator first with no-load, then at half capacity, and
finally load it to full capacity (indicated on the
generators data plate). Voltage and load can be
monitored using a portable meter and amp probe.
The output should be checked periodically to ensure
proper operation of the generator and the appliances
it supplies.
The following. teSt procedures ctm be us~ to troubleshoot·
·-
WESTERBEKE:'S 4 POLE DUAL EXCITER CIRCUIT
BRUSHLESS GENERATORS. Due to the simplicity of. the
generator, troubleshooting i~ relatively easy.
·
Field testing and repairing can'be accomplished With basis
tools and repair parts which, siJould include the following:
A quality multimeter (mul,titester) capable ofreading less
than one ohm and with a ipecific diode testing function.
ROTATING FIELD/AUXILIARY WINDINGS
Basic electrlcal toolS blcludin~ cutters, soldering iron, wire
strapPer/crimper, terminal connectors, etc. .
·
Repair parts such as diodes, fuses, bridge. rectifier, etc.
PRELIMINARY CHECKING
WINDINGS
Before electrical testing, check for proper engine speed/hertz
adjustment Low engine speed will cause low AC voltage
output, high engine speed-high AC output.
WINDINGS
'I\vo sets of windingS are found in the rotor assembly. An AC
voltage is produced in two groups of windings as the rotor
turns at its rated rpm. This AC voltage passes through each
of the two diodes mounted on the isolated fixture just before
the rotor carrier bearing. The AC sine wave is changed to DC
and this DC voltage is passed through the two groups of
rotating field windings producing a DC field around these
windings. This field affects the AC winding of the two main
stator groups inducing an AC voltage in these windings that
is available at the AC terminal block connections.
Refer to .WESTERBEKE'S operators manual or service manual for engine. speed/hertz adjustment or for other possible
engine related problems.
Before testing, get a clear explanation of the problem that
exists, be certain it relates to generator components.
AC CIRCUIT BREAKER
An AC circuit breaker is installed on all single phase
generators. This AC circuit breaker will automatically
disconnect the generators output from the vessel's AC
load in the event of an amperage overload. In the event
of an AC breaker trippingm it must be manually reset.
The AC breaker can be manuaUy opened wheri
servicing the generator/engine to ensure no AC
voltage is sent to the vessel's distribution panel
when operating the unit.
68
BC G.ENERATOR -COMPONENTS
DRIVE DISCS
BATTERY CHARGER {I. C)
THE COMMUNICATIONS CABLE IS AVAILABLE. · .
FOR DIAGNOSTIC MONri'ORING OF THE ENGINES
OPERATION USING PC SOFIWARE. REFER TO
DIAGNOSTICS IN THIS Ll'll!..IVU"UJ.--"7'~·;f1
FOR WIRING'CONNECTIONS
TO THESE COMPONENTS
REFER TO THE WIRING
DIAGRAMS IN THIS. MANUAL
··
CONTROLBOXINTERNALCOMPONENTS
iYPICAL ASS_EMBLY.
69
CONTROL P'"NEL
"
BC GENERATORS TROUBLESHOOTING
NO AC VOlTAGE OUTPUT
REACTION DURING EXCITATION
EXCITING THE GENERATOR
(Unit running - 12 VDC applied to winding)
NORMAL VOLTAGE DURING EXCITATIIN IS 12 ·16 ·voLTS AC
To quickly determine a short or an open in the main stator
winding, excite the generator with 12 VDC using one exciter
winding group to accomplish this.. ·
The AC voltage that the generator will produce measured
between the line and neutral during excitation wi~l be very
low.
NORMAL AC VOLTAGE DURING 12 VOC EXCITATION:
12-16VOLTSAC
[ : . 1-{)
2~
1. A very low AC output and loading of the drive engine
and a growling boise from the generator end.
This indicates a shorted stator winding to ground or the
stator windings are shorted to each other. Isolate the
winding groups and verify a short to ground. No
continuity should be found between the two isolated
stator winding groups.
2. No reaction from the generator or drive engine. No AC
output.
This is an indication of an open in one of the main statbr
winding groups. Isolate the winding groups and verify
and open winding.
3---Q
No Continuity between Isolated Stator Winding Groups
~::::
M~
6--0
MAIN STATOR
65
432
1
~
·! ! !
EXCITING PROCEDURE
Locate one of the exciter winding groups in the generator.
Unplug all connections from both capacitors. Connect 12
VDC across the winding using' the winding end connection, ·
Winding group between #50Hz and #9.
~ERM~
50Hz 60Hz
••
7
8
9
9
Jl 7
• • • • J..
TEST EACH OF THE WINDING LEADS
INO/V/OUALLY AS SHOWN
· THERE SHOULD BE NO
GONT/NUITY BETWEEN LEADS
60Hz 50Hz
• •
No Continuity between Isolated Stator Windings and Ground
MM\
6~
!·!
12 VOLT OC-t-
432
,,
.! 6 6 :
~UND
TEST EACH WINDING 'rO CASE GROUND
MAIN STATOR RESIDUAL VOLTAGE
Line to Neutral 4- 6 VAC
(This indicates good stator windings)
70
BC GENERATOR SINGLE PHASE
TESTING THE DIODES
AC/HERTZ CONVERSION
Carefully unsolder the thin connection to the diode and
remove the diode using a then walled, deep well7/16"
(llmm) socket and a box wrench as needed.
Test the diode as shown with ohmmeter leads at both ends,
then re~erse the positions
The MCG model BC style generators can be converted from
60 hertz 120 volt output to 50 hertz 230 volt output by
following these procedures.
1. Tum OFF the AC breaker and the DC breaker on the
Control Box. Open the Control Box on the generator.
This will give you access to the AC output winding
connections, Exciter Circuit connections and Battery
Charge Circuit connections. All of which will need
connection changes.
2. Reference the AC output configuration drawing below and
configure the output leads as shown. AC circuit breaker
may need to be replaced with a different rating. Breaker
listing is below. Be sure to properly position the
Neutral to Gen. frame wire (white/green). Failure to do
so will result in a severe electrical short in the main stator
windings.
A low resistance should be found with the leads in one
direction and infinate resistance (blocking) in the other
direction.
4
1
ISOLATED
POST
26 AMPS
The diode's rating is far in excess of the circuit's
requirements. Most likely a diode failure will result from
a generator overspeed or load surge.
120V60Hz
L1
NO·LOAD AC VOLTAGE OUTPUT ADJUSTMENT
No-load AC voltage output can be adjusted up or down using
one of the three numbered taps #7, #8, or #9. Moving up in
the number sequence increases circuit excitation and
increases AC output and the reverse when moving down ·
the numbered sequence.
The #60 or #50 is plugged into one connection on the circuit
capacitor to correspond to the hertz the unit is operating at.
Either the #7, #8, or #9 can be plugged into the second
connection. This connection on each exciter circuit's
capacitor does not have to be the same for both. One circuit
can have a #7 plugged into its capacitor and the other circuit
a #9. Whatever combination gives the best No-Load AC
output sought after. The un-used connector ends must be
covered and tied off.out of harms way.
FUSE PROTECTION
Four DC circuit protectors are found in the engines electrical
circuit. A 15 amp DC breaker and an 8 amp buss fuse on the
control panel. A 30 amp buss fuse in the control panel and a
30 amp spade fuse by the starter motor for the battery charge
circuit.
generator not operating as high AC voltage is present in
these .circuits while the generator is operating.
BATTERY CHARGING CIRCUIT
EXCITER CIRCUIT
WITH DUAL CAPACITORS
EXCITER CIRCUIT CAPACITORS
5.0/4.2 MCG #046875
~ 6.5MCG#049627
I I.l . . 1
7
8. 9
9 \
s.·
7
60HZ
FUSE· INTEGRAL CONTROLLER
WfNDfNG: NO TtME DELAY
Pn/43634 30A
250V MDA-30
J5.2 MCG #046639
•• ••• ••• ••
50HZ 60HZ
230V50Hz
AC BREAKERS
5.0/4.2 MCG #042232
6.5 MCG #038798
5.2 MCG #042713
3. At the two excitor circuit capacitors, change the hertz
connection on each either #50 to #60 or #60 to #50.
4. At the Battery Charge circuit, the hertz connection on the
circuit's bridge rectifier needs to be changed to either the
#50 or the #60 to correspond to the hertz selected
5. The above completed, the ECU must be reprogrammed to
the hertz selected. Refer to Setting/Changing Engine
Speed (Hertz) discussed in this manual.
A CAUTION: Make all connection changes with the
~
CIRCUIT
BREAKER
CIRCUIT
BREAKER
Note that different meter models may show different ohm
values, but should read the same for both diodes.
1600 VOLTS
6
2
DIODES: 1.4- 1.5 OHMS (APPROX)
USING A 260 FLUKE 76 METER
DIODES RATING
AC TERMINAL CONNECTIONS 1
(·)
50HZ
50Hz
Engines & Generators
71
BC GENERATORS TROUBLESHOOTING CHART
A,B,C,&D refer to the components of the INTERNAL WIRING DIAGRAM and
their test procedures in the following pages.
NOTE: This fault finding chart is compiled assuming the engine is operating at
the correct speed/hertz.
·
FAULT
CAUSE
No AC Output
Shorted stator
Open stator
Shorted diode (two)
8
8
A
Faulty capacitor (two)
Open exciter
Shorted exciter
Engine speed (hertz)
is too low
Electrical connections
are faulty
c
Residual Voltage
4-6 VAC (Hot··N)
at No-load
High AC Output
at No-load
low AC Output
60·160V
TEST/CORRECTION
Incorrect voltage tap
on capacitor
Incorrect capacitor
Incorrect hertz tap
on capacitor
Engine speed (hertz)
too high.
4.0
2.0
(Each winding)
3.9
2.5
CHARGE WINDING:
0.4
0.4
EXCITER:
8
8
Correct *
Inspect wiring
connections
(#50-AC)
INTERNAL WIRING SCHEMATIC
c
c
c
Correct •
Voltage Drop
Under load
(or at No-load)
Faulty diode
Faulty capacitor
Engine speed (hertz)
is too low
A
No Battery Charge
low Battery Charge
Faulty Bridge rectifier
Faulty integral controller
Blown fuse (s)
Faulty wiring
B
c
Correct*
D
D
B
8
Correct •
A· ROTOR WINDINGS
Unstable Voltage
Electrical connections
are faulty, loose
Inspect wiring
connections
Noisy Operation
Faulty support bearing
Inspect rear
bearing**
Check rotor
security**
Generator rotor
connection to engine
is loose
0.2
0.2
(Each pair)
A
A
Engine speed (hertz)
is too high
0.4
0.4
#1 TO #3
#4 TO #6
ROTOR:
Faulty rotor winding
Faulty diode
Faulty capacitor
High Voltage
Output when load
is applied
WINDING RESISTANCE VALUES COHMS)
6.5KW
5.0KW
MAIN STATOR:
* Refer to the GENERATORS OPERATOR MANUAL
*~Refer to the GENERATORS SERVICE MANUAL
72
8 ·STATOR WINDINGS
C·CAPACITOR WINDING
D • BATIERY CHARGE WINDING
BC GENERATORS TROUBLESHOOTING
TESTING THE EXCITER WINDINGS
AC voltage can be measured across the capacitor electrical
connections while the generator is operating. This voltage
may be as hlgh as 350 to 400 volts AC.
This AC voltage build-up is accomplished as the exciter
winding for each capacitor charges the capacitor and the
capacitor discharges back into the winding. This flow of
saturating AC in the exciter winding produces a phaseimbalance type of filed that affects the auxiliary windings
of the rotor:
The AC voltage reading is taken between the two electrical
conn~ctions on each separate capacitor with the generator
operating at its correct no load speed.
MEASURING VOLTAGE
GENERATOR RUNNING
SET THE METER DIAL
ATAC VOLTS
EXCITER WINDING INTEGRITY (RESIDUAL AC VOLTAGE)
The condition of each exciter winding can be determined
by the residual AC voltage each exciter winding should be
producing with the generator running at proper no load speed.
To do thls: Unplug all connections from the capacitor. Locate
the electrical connection for each winding end. Place your
AC volt meter connects across these two connections. Start
the generator and observe the residual AC voltage produced
by the winding. Check the other exciter winding in the same
way. Residual AC voltage lower than listed below will.
indicate a faulty winding.
RESIDUAL VOLTAGE (EACH WINDING GROUP)
MEASURED BETWEEN #50 AND #9 OF EACH GROUP
7·9 VOLTS AC.
TESTING WINDING LEADS
FOR NO CONTINUITY
TO METAL CASE
THERE SHOULD BE NO
CONTINUIJY BETWEEN LEADS
50HZ AND 19 TO CASE
GROUNDS
#60hz
MEASURE THE RESISTANCE
VALUE OF THE EXCITER
WINDINGS BETWEEN THE
END LEADS OF EACH WINDING
73
BC GENERATORS TROUBLESHOOTING
TESTING CONTINUITY
Quick field check (no capacitance scale on meter).
Connect a digital ohm meter or analog ohm meter
· (high scale) to the capacitor terminals. The meter will
register and arbitrary ohm value for the material in the .
capacitor. the meter's battery will then start to charge the
capacitor and tl,le ohm value will increase.
If the meter does not react as above, the capacitor is faulty.
· The method above indicates a presumably good capacitor,
but does not verify it's microfared rating as would be
necessary when troubleshooting a capacitor whose MF rating
has dropped causing a low AC voltage output. In such cases,
the capacitors rating MUST be verified accurately.
·
CAPACITOR RATINGS AND PART NUMBERS
25MFD
Pn.#046875
31~.5MFD
Pn. #046978·
A WARNING: Capacitors must be discharged before
35MFP
Pn.#049627
handling as they store electricity and can pack a poten·
tlaUy lethal charge even when disconnected from their
power source• .
'-------DISCHARGING-.-~.,.,...
THE CAPACITOR
18MFD
Pn.#054730
Pn.#Ul9556
45!VIFD
.P~h: #0;46801
4oMi=o
NOTE: When changing a capacitor due to a capacitor faiiure,
referenee ·the capq.citor rating as printed on th~ body of the
capai::itor and' order the correct replacement. Installing a
capacitor. of a higher.MFD- rating will result in high AC
output vo?tage 'and installing a capacitor of a lower MFD __
rating will result in low AC output voltage.
. .
74
.
TESTING THE BC ROTOR
TESTING THE ROTOR FIELD WINDINGS
THE GENERATOR
IS IDENTIFIED BY ITS LOUVERED
BACK COVER THAT IS FASTENED
BY FOUR HEX SCREWS
. Unsolder the winding connection from the diode and carefully remove tl1e diode from its isolated heat sink using a thin
walled, deep well 7/16" (llmm) socket.
With the diode removed, both leads for the first group of
rotating field/auxiliary wind~ngs will be isolated with no
interference from a possibly faulty diode.
Check the resistance value of the rotating windings by
placing an ohmmeter's probes across the two exposed leads.
Testing fue generator can be accomplished without removing the bearing support bracket. Simply tum the
armature to allow access for the testing as shown.
TESTING THE WINDINGS THROUGH THE DIODES
Rotate the armature into position to access a diode. To make
a quick test of the windings, assume the diode to be OK and
test the connection at each end of the diode. Tum the armature and test the other side.
CONTINUITY TEST
Check that no continuity exists between either of the winding
· leads and the generator shaft. If continuity is found, there is a
short in the windings.
ROTATING FIELD/AUXILIARY
WINDING RESISTANCE VALUE
4.00HM
Repeat these tests on the second set of windings on the
opposite side.
TESTING FOR
CONTINUITY
(TEST BOTH LEADS)
75
SHORE POWER TRANSFER SWITCH
·SINGLE LINE 120 VOLT SYSTEM
Generator
~
Notice the repositioning of the white wire ground load on the
terminal block to the generator case.
·GENERATOR.
~
'N
L1 ..
Q
z,
::I·
o:
z
.a:.
~·
·e~,
·~.
/~~: = ~J ~!~:~::
Cilr;'
~
z
It•
Ground
(GRN)
SHIP'S
LOAD .
.....
I'
'--------~•5
(NEUTRAL)I
equipment
.------'-''rl7
......
trN
'
6 I
' ..... _,
NOTE: Diagram shows connections for a two wire,
~
-
120-vo/t system.
.
I
.
/
Shore Power
"='
If the installe( connects shore power to the vessel's AC
circuit, this must be done by means of the Shore Power
Transfer Switch. Set the transfer switch shown in the
diagrams to the OFF position. This switch prevents
simultaneous connection, of shore power to generator output.
l
SHIP'S
-GROUND
POWER
Switching Shore Power to Generator Power
A CAUTION: Heavy motor leads should be shut off
NOTE: This diagram shows connections for a
two wire, 120V system from the generator with
a three wire -120V bOC'It system.
Generator
r N . G1" .=.:
~
SHORE
SHORE
GROUND
before switching shore power to generator power or
vice-versa because voltage surges induced by switching
with heavy AC loads on the vessel being operated may
cause damage to the exciter circuit components In the
generator.
A CAUTION: Damage to the-gene~?~tor can result If
utility shore power and generat'tir.:d'iltptit are connected
at the same time. This type of gene'rat6t damage Is not
covered IInder the warranty; it Is the Installer's
responsibility to make sure all AC connections are
co"i!ct.
L2
'------~L1
/ ..---....,
'--~+-;---~1HW
~
~
~'--~__
N_eu~t~ra~I~N
·
I
(WHT)
SHIPS LOAD
(no 240V equipment)
'G;::nd
II•
~(~G~R~N)~.~------~
.
~
Shore Power
Engines & Generators
77
~
!i§
iiJ
;I
CD'RD.
~:a
...... Ill.
'
~·m~
OC.f>l-3
C>
..,.
"'-;'
...
..,
"';e
"',.
-;'
..
."',.
!
ORG-18GA
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r-t
1:
0A
W802-3 REDIVIQ·I6GA
COIL•
REDIVI0·16GA
[CU_J2-I GRY·I6GA
0
RED/WHT-16GA DIST·2
JUftC I
RED/VIO·I&GA
IGNITION SYSTEM COMPONENTS
r ~
IRUWIGMTIONJ
K3 RELAY
nn
. LEAD WIRE FROM
liDA FUSE HOLDER
RED·I4GA DC. PI- 2
T IME.RELAY; INITIATE Vl0·16GA
ECU.JZ-8
~
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= ...
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K2 RELAY
lfUEL.
0:
•.."'"'
..,"'
ECU.J2·19 GRH-18GA
ECU.J2-32 YIIITfRED-13GAO
RED/WHJ"·I46A
~OC.P1·5 GRT-I&GA
K1 RELAY
ICRANIQ
NOTE: Relay(#041150) have
a surge protection diode.
Replacements must have the
same.
/ /0'-\
LIFT.PUNP.2
BLK-16GA
FUEL.NODUL£.2 BLK -I fiG A
TIME.DELAT.GND BLK-18GA
BLK-18GA
BLK-I&GA
BL~·I4GA
. I
--------
I
I
I
I
I
I
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r--,
I _
BATT CHARGER
ENI.SHIELD
ECU.JZ-2
+~
r---0--,
OPT IQNAl
BATTERY SWI TtH
181 CUSTOMER I
z
.....
=·
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WIRING DlltGRAM #55536
ECU_J2
BLU-18GA
STEPPER-I
WHT/BLK/GRN-16GA INJECTOR.!
. WB02-4
TAN-16GA
ORG-18GA RELAY K1-85
,....12
'""'
..(')
....,
GRY- 16GA
K3-86
......
......
U'
....,
"
0
""' ,....
0 U'
U'
0
0
BATLGND
'""'
......
"' " ....,
0 v,....
....,
.(') 0 ,....
0
BLK- 16GA
,....35
,....23""
0
0
0
0
0
.....
....,
0
STEf>PER-2
INJECTOR.2 WHT/BLK/BRN- 16GA
STEf>f>ER-4
INJECTOR.3 WHT tB'tKtBLU- 16GA
STEPf>ER-3
OC.f>l-6 WHT/BLK/RED-18G A
K2-85
K3.85
GRN-18GA
BRN-IBGA
WHT-18GA
YEL-18GA
WHT/RED-18GA
DC.PI-12
WHT/BLK/BLU-20GA
DC.PI-1 I
WHT/BLK/ORG-20GA
,....
....,
DC.PI-10
WHT/BLK/GRY-20GA
......
""'
DC.PI-9
WHT/BLK/YEL-20GA
0
0
0
130
-I
24
ECU J1.
8
WHT /BLK/ORG-20GA
WB02-6
WHT/BLK/RED-18GA
MAP-3
WHT/BRN-20GA
OP.SENDER-1
WHT/ORG-20GA
MAf>-4
WHT/VI0-18GA
CAM-2
-o
-o
23
150
0
WB02·1
0
""'
(') v
""'
"'
0
0
'""'
0
'""'
.....
0
WHT/GRY·ISGA FIRE.ALARM-2
.....
....,
.....
....,
f>NK-18GA DC.PI-7
.....
-I
WB02-2
,.,
....,
.....
....,
ECT- I
0
WHT/BLK/VI0-20G A
WB02-5
BLK/WHT-18GA
GRN/YEL-20GA
OP.SENDER-SENS.GND WHT/BLK-18GA
WHT/GRN-20GA
AIR. TEMP-I WHT/BLU-20GA
CRANK-2
~
JUNC-2
.....
WHT/YEL-20GA
RED IV 10-ISGA.
9 ....,
. 16
ECU CONNEGIONS.
'Engines & Generators
79
DC.P I -8
WHT I BLK /GRN- 18GA
EX- TE'MP'.I WHT /GRY- 18GA
~§
0'
~~~~
cr=-:
irih1
~i
=~Ro rrl
~
cs. m
. :J (I)
VI0-16GA
REO/WHT ·12GA
BLK/WHT -12GA
I
~
FUSE
WHT I RED· 12GA
!
I
{--II
I
!
I
FUEL INJECTOR •2
IINJ.2l
30A FUSE
lEAD WIRE FROM
FUSE HOLDER
FUEL. IN.JECTOR •1
INJ.1
BATTdSTRI
There is a small DC amperage drain from the starting
battery when the generator is not in use. To prevent this
draw, tum off the DC breaker on the generators control
panel (or tum off the DC battery switch to the generator).
LEAD WIRE FROM
FUSE HOLDER
. - - - - - - } AC _.ATOR
K~ll
I
BATTERY CHARGING CIRCUIT
ZJ
z'BLK
I <"-e:e· 'I
I.
~<
I
BATLGN_D ~..........B.LK-1 SGA
BATLGMD
BLK-IGGA
WHT/BlK/BRN-16GA ECU.J2·23
ECU.JZ-22
FUEL SYSTEM COMPONENTS
BATLGND BL K- 18GA
BLK' I 4GA BATLGND
BATTERY CHARGER
==- I '
TIMELRELAY
G"ND
1'---l----.:! K2-87 V 10-IGGA
VIO/WH~
OIL
PRESSURE SWITCH
(N/0 SWITCH)
W~T/6LK/BLU·I6GA
•t-----:-------------~--=:~::
K2- C87 l REO/VIO- 16GA P__
J_UN:.;;.:,.C....:_,1
WHT /SLK/GRI'I-1 &GA ECU-J2-I I
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Ram
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CS.rfi
(I)·
cam~
ill!llr
ISTEPPERI
MOTOR
STEPPER
INTAKE AIR
(AR_TEM"J
TEM' SENSOR
Ti'IIOTTLE
ENGIN!
COCLANT
TEr.P SENSOR
IEC11
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WKTIBLK·IBGA OP .S[NDER.SENS.GND:
n
I
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Kl-1811
WHTIBLK/ORG· 20GA
ECU JC ·8
8LKIWHT·CBGA ECU Jl·22
TAN·IGGA ECU JZ·IO
R£D/V10·16GA
ECU Jl•l3
GRNI YEl • ZOGA ECU Jl•ld
WHT/8LK/V10•20GA
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ENGINE BLOCK COMPONENTS
..
Jl-3~
OP.SENDER·SEI!S.GND~
WHTIVIO·IBGA ECU
HCU Jl·9 RED/VI!!· 18GA
WHT1Bl,.K·2QGA
t>----t::i
JI·JO~ 2 1
OP.SENDER·SEHS.GHD~~E----"-3 1--
WHT IBRH· ZOGA
WHHYEl·ZOGA ECU
CRANK-3
ECU.J I· 6
WHTIBLK·ZOGA•
WHT/BLK·ZOGA
• .M\IC 2
EXHAUST SYSTEM COMPONENTS
~
WHTIGRY·I8GA ECU.JI-16:
EXHAUST
TEMP SWITCH
(N/C SWITCH)
COMPONENTS LOCATED ON THE INTAKE THROTTLE BODY
YIHT/BLK·;!OGA
WHTIBLK·ZOI>A
WHT/ORG·ZOGA
WHT·I8GA
YEL·IB~A
SRH· 18GA
..
OP.SEHDER·SEHS.GHDt~
8LU· I 8GA
WHT/6LK·20GA
WHTIGRH-~OGAECU.JI_'I·~~~
WHTIBLII· 186A riRE.ALARII·GHD
l!HT /BLK·ZOGA
IIAP· I
IHTIBLK·ZOGA AIR.T£MP·Z
WHTIBLK·ZOGA
ECT·Z
WHTIBLK·18GA EXH.TEMP·Z
WHTIBLK·I8GA ECU.JI-21 ~
WHT/BlK·2DGA
CAII·l
iil
c
QJ
~
Nrco
s·
Q):g
~
CQ
-1
rn
~
0
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>
~
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0
0
WHT /BLK/ORG-20JA
ID
"'>
"'>
~
0
OP.SENDER·SENS.GNO WHT/8LK·I8GA
115AI
"',.
<0
E
:;
"'0"'
HOUR METER
=3
-:I:z
r
BLK-18GA
RUN RELAY INPUT
INPUT
4=
I
BATTERY •
RELAY LOAD POWER SUPPLY
ECU, REM SWITCH & RELAY COIL POWER
LEO OUT - RUN INDICATOR
START SWITCH OUTPUT
DC CONTROL PANEL BOX COMPONENTS
ON]_
BREAKER
\~""
RED/WHT-15GA
,.
-<
LED OUT • OVERSPEEO
LEO OUT • EXH TEMP FAIL
LED OUT • COOLANT TEMP
LED OUT • LOW 0 I L PRESS
STOP SWITCH OUTPUT
r-
. "',..
~
-
<
0
~
"'
"'
"'0
WHT/BLK/YEL-20GA
ID WHT /BLK/GRY -ZOGA
:D
WHT/BLK/BLU-20GA
ECij_J/·1 WHT/GRY·/8GA
-~
"'
(J>
kJ
-<
kJ
...
w
~kJ ll\
_, ILl
FIRE ALARM
.§.
~
~
~
<
:.
_:__
(/)
~
--1
--i=r;--
--1
~
Ll
-<F
"'
1/
0
Ll;:;'-
I-
1-
I-
1--
0
r-=-
NOTES:
I. FIRE SUPPRESSION SYSTEM CONNECTION IS NOT A POWER SOURCE. THIS
CIRCUIT MUST BE CLOSED TO RUN. AN OPEN CIRCUIT WILL STOP THE
G£NSET.
REMOVE JUMPER FOR
FIRE SUPPRESSION
SYSTEM CONNECTION
CSEE NOTE I J
,
::r-1
0
nrn
rn>
~~
-1--,
0
:rl
>
0
m
r"0
>
-<
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rn
rm
a
0~-
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RED-18GA
"'-"'
'"""n
II
r
.
3
5
.
I
SWIT CH PANEL
COOLAI T TEMP LEO
3
-:::~
··~--r,
CPB.STUD
ATT.GND rSTRI BLK-IBGA
EXT I
+IZV: UPPL Y
II DICATOR L£0
PANEL BOX
GROUND : TUD
~~
NPUT rFROM SWITCH I
START INPUT rFROM SWITCH!
STOP
-~'!RUN
4
~
~'I
OVER/I NDER SPEED LEO
~- 6 EXHAU: T TEMP lEO
~.~-·
I
2
4
5
REO!VIO·ISGA
ONAL REMOTE
K2-8l
~·OIL PI ESSURE LED
•
REO/WHT -14GA
GRY•ISGA
8ATTHSTRI RED·I4GA
K I- 30
Kl-8&
~
1
PNK-18GA
ECU.J2·21 WHT/BLK /RE0-18GA
ECU.JI-1
ECU.JI·!T WHT/BLK/GRN- f8GA
ECU.J2-28 WHT/SLK/YEL-20GA
ECU.J2·29 WHT/8LK /GRY·2DGA
ECU.JZ-30 WHT/BLK/ORG·20GA
ECU.J2-31 WHTIBLK/8LU-20GA
7
I~
TO OPTI
'
8
,----1
I
~~
:::::
-:::--::: '
---
----<<
::--:-:::
:::::
8
:::: ::: . 1
::_:::
::::::10
::::_ ::: '
: : :::
. -_ _.
,----11---
IOC.PU
0/C BOX
CONNECTOR
0')
w
(.)1
(.)1
01
~
s
=
>
C')
=
-:.1:>
C')
-z
:a
:e
-
DC AUXILLIARY POWER ADAPTER
DESCRIPTION
NOTE: This auxiliary connection provides DC power ONLY
This auxilliary power adapter is designed to plug-in the
when the engine is running or when priming the fuel system.
engine wiring harness where the electric fuel pump is
The maximum DC amperage available from this circuit is
connected. Simply tum off the DC power using the breaker
400 MILLIAMPS.
on the control panel. Unplug the electric fuel pump, connect
the adapter and connect the fuel pump to one of the adapter
plugs. Cut off the other plug and strip back the wires and
maintaining polarity (violet+ and black-), connect to the
relay that will be supplying DC power to the auxilliary
;~~.:--~-----···-----------------·----component. Re-set the DC powe:t; breaker on the control //"
panel.
.. ~"...
~~-r---;~--~-~-~-~--~-
-...
-""',-"
--~
ADAPTER PN. 052274
REMOTE PANELS WIRING
l
·.REMOTE
CONN~CTOR
.2
1
(EO OUT • RUN INOI<;ATOR
START SWitCH OUT'PUT
PNK· 18GA
WHT/6LKIGRN·I8GA
WHT flli;K I YEl· 20GA
WHT/BLK/GRY·20GA
· LEO Ot,IT • COOLANT TE.MP
e LEO OUT • LOW 0 It PRESS
WHT /BLK/ORG·20GA·
.WI:IT IBLK FBL U• 20GA
STOP/START PANEL
WITH FAULT DISPLAY
EXTENSION HARNESS'
15' PN. 054931
30'PN.054932
REMOTE
CONNECTOR
PNK-·l8GA
WHT /BLK /GRN··I8GA
STOP/START PANEL
ROCKER SWITCH ONLY
83
REMOTE OIL FILTER (OPTIONAL) PN.040078
INSTALLATION
This popular accessory is used to relocate the engine's oil filter from the engine to a more convenient location such as an
engine room bulkhead.
NOTE: Refer to ENGINE OIL CHANGE in this manual for
instructions on removing the oil filter.
To install, simply remove the engine oil filter and thread on
WESTERBEKE's remote oil filter kit as shown. Always
install this kit with the oil filter facing down as illustrated.
Contact your WESTERBEKE dealer for more information.
NOTE: Westerbeke is not responsible for engine failure due to
incorrect installation of the Remote Oil Filter.
A CAUTION: It is vital to install the oil lines cor·
rectly. If the oil nows In the reverse direction. the bypass valve in the tOter assembly will prevent the oil
from reaching the engine causing an internal engine
failure. If there is no oil pressure reading. shutdown
immediately and check the hose connections.
APPLY ATHIN COAT OF CLEAN OIL TO THE O·RING WHEN
INSTALLING THIS KIT. THREAD THE KIT ON, THEN HAND
TIGHTEN AN ADDITIONAL 314 TURN AFTER THE O·RIHG
CONTACTS THE BASE.
THE OUT CONNECTION
MUST ATTACH TO THE IN
CONNECTION AT THE
REMOTE OIL FILTER.
APPLY. ATHIN COAT OF CLEAN OIL TO THE FilTER
GASKET WHEN INSTALLING. AFTER THE FILTER
. CO.NTACTS THE BASE, TIGHTEN IT AN ADDITIONAL
Engines & Generators
84
MCG GENERATOR SPECIFICATIONS
ENGINE SPECIFICATIONS
COOLING SYSTEM
Engine Type
3-cylinder, 4-cycle, , overhead camshaft
w/counterbalance shaft, water cooled
gasoline engine.
Bore & Stroke
2.56 x 2.61 inches (65.0 x 66.3 mm).
Total Displacement
40.3 cubic inches (0.66 liters),
Bearings
Four main bearings,
Compression Chamber
Semi-spherical,
Compression Ratio
General
Fresh water-cooled block through raw
water-cooled heat exchanger circuit.
Fresh Water Pump
Centrifugal type, metal impeller, belt-driven.
Raw Water Pump
Positive displacement, rubber impeller,
belt-driven.
Raw Water Flow
4.9 US gpm (18.51iters)@ 1800 rpm
(approx. measure before discharging into
exhaust elbow).
9.8:1.
Cooling Water Capacity
3.5 qts (3.3 liters).
Hp@1800/1500 rpm
10.0.
Operating Temperature
150° -170" F (65- 77" G).
Firing Order
1 -3-2.
Aspiration
Naturally aspirated.
LUBRICATION SYSTEM
Direction of Rotation
Counterclockwise viewed from the back end.
General
Inclination
25° continuous, all directions.
Oil Filter
Full flow, paper element. spin-on disposals.
Dry weight
Refer to the sales brochure.
Oil Capacity
3.0 qts. (2.8 liters).
Governor
Electronic.
Operating Oil Pressure
30-45 psi (2.1 -3.1 kg/em').
Oil Grade
API Service Category SJ, SL, SM or SN
SAE 40 ONLY (No Mutli-Weight oils).
FUEL SYSTEM
Forced lubrication by gear pump.
General
Multi-port fuel injection.
Fuel
Unleaded gasoline with an octane rating of 89
or higher. (Ethanol blend not to exceed 100/o)
Single Phase
Fuel Consumption
(full load) approximate
5.0 MCG (.74 gph)
4.2 MGD (.63 gph)
Ratings:
4.2KW
6.5 MCG (.76 gph)
5.2 MCG (.71 gph)
5.0KW
120 volts, 41.6 amps, 60Hz
single phase, 4 wire, 1.0 power factor.
5.2KW
230 volts, 22.6 amps, 50Hz
single phase, 4 wire, 1.0 power factor.
6.5KW
120 volts, 54 amps, 60Hz
single phase, 4 wire, 1.0 power factor.
AC GENERATOR (Single Phase)
Fuet Hose Size
(supply and return)
114" I.D. minimum- 3/8" I.D. maximum.
Fuel Pump
12 volt electric (high/low pressure).
Fuel Filter (on engine)
Replaceable cartridge-canister type.
Air Cleaner
(flame arrester)
Metal screen type • cleanable.
Brushless, four-pole capacitor, regulated.
1800 rpm/60Hz, 1500 rpm/50Hz.
230 volts, 18.2 amps, 50Hz
single phase, 4 wire, 1.0 power factor.
IGNITION SYSTEM
ELECTRICAL SYSTEM
Start Battery
12 Volt, (-) negative ground
Battery must be totally dedicated to the
generator and maintained only by the DC
charge controller system in the AC generator.
Starting Capacity
800-1000 Cold Cranking Amps (CGA)
(minimum).
Starter
12 Volt, reduction-solenoid mounted.
DC Charging
Solid state controller, 12 amp rated.
DC Cold Cranking Amps
150-176 amps.
AIR REQUIREMENTS
Generator Cooling
225 -250 CFM (6.3 -7.0 cmm).
Engine Combustion
(all models)
22.9 CFM (0.6 cmm).
Engine Cooling
100 CFM (2.8 cmm).
General
Battery lgnition·12 volts negative ground.
Distributor with ignition module and ignitor.
Ignition coil and spark plugs.
Distributor
Solid state type with signal generator and
ignitor.
Spark Plug Thread Gap
11mm x 1.25 pitch.
Spark Plug Gap
0.028 - 0.031 inches (0.7 - 0.8mm
Ignition Timing
15• BIDC at 1800 RPM ±1?
(Vacuum advance hose connected).
Spark Plugs
14mm.
Ignition Coil
12 volt.
Distributor
Breakerless with ignitor and pick-up assembly.
OTE: Forced ventilation should be provided to maintain the generators
ompartment temperature below 122° F (50° C)
,..,..,.IWESTERBEKE
l Engines & Generators
85
STANDARD HARDWARE TORQUES
NOTE: Unless stated otherwise for a specific assembly, use the following torque values when tightening standard hardware.
.•
Grade4
6mm bolt head/nut
Bmm bolt head/nut
1Omm bolt head/nut
1Omm bolt head/nut
12mm bolt head/nut
12mm bolt head/nut
12mm bolt head/nut
13mm bolt heacl!nut
14mm bolt head/nut
14mm bolt head/nut
16mm bolt head/nut
16mm bolt head!nut
Pitch
1
1.25
1.25
1.5
1.25 (ISO)
1.5
1.75
1.5
1.5
.2
1.5
2
lb-ft
2.9-5.1
7.2-11.6
13.7-22.4
13.o-21.7
25.3-39.8
25.3-39.8
21.7-36.2
32.5-50.6
36.2-57.9
34.o-55.7
54.2-79.6
51.4-76.7
. kg-m
0.4.0.7
1.0-1.6
1.9-3.1
1.8-3.0
3.5-5.5
3.5-5.5
3.Q-5.0
4.5-7.0
5.o-8.o
4.7-7.7
7.5-1'1.0
7.1·10.6
1
1.25
1.25
1.5
1.25 (ISO)
1.5
1.75
4.3-6.5
10.8-15.9
21.7-32.5
19.5-30.4
36.2·57.9
36.2·50.6
34.7-49.2
o.s-o.9
1.5-2.2
3.o-4.5
2.7-4.2
5.o-8.o
5.11-7.0
4.8-6.8
-
Grade&r
Smm bolt heacl!nut
Bmm bolt headfnut
·1omm bolt head!nut
1Omm bolt head!nut
12mm bolt head/nut
12mm bolt head/nut
12mm bolt head/nut
BOLT DIAMETER
M6
MS
M10
M12
M14
PARTS REQUIRING SEALANT
Taper Screw 112"
Taper Screw 114"
Taper Screw 118"
Water Drain Plug
OR Pressure Switch
· Side Seal
Bearing Cap No. 1
Grade 7T, 8T and 8.8
6mm bolt head/nut
amm bolt head/nut
10mm bolt headfnut
10mm bolt head/nut
12mm bolt head/nut
12mm bolt head/nut
12mm bolt head/nut
13mm bolt head/nut
14mm bolt he3illnut
14mm bolt head/nut
16mm bolt head/nut
16mm bolt head/nut
Grade 5 Cap Screw
1/4UNC
1/4UNF
5116 UNC
5116 UNF
318UNC
318 UNF
7116 UNC
7116 UNF
1/2UNC
1/2 UNF
Pitch
1
1.25
1.25
1.5
1.25 (ISO)
1.5
1.75
1.5
1.5
2
1.5
2
lb·ft
5.8·8.7
14.5-21.7
28.9-39.8
26.8-37.6
54.2-75.9
50.6-65.1
43.4-61.5
57.9·86.8
72.3-108.5
68.7-101.3
108.5-166.4
101.3-159.1
kg·m
0.8-1.2
2.0·3.0
4.o-5.5
3.7-5.2
7.5-10.5
7.0-9.0
6.0-8.5
8.0.12.0
10.0-15.0
9.5-14.0
15.0-23.0
14.0.22.0
9-11
11-13
18-20
21-23
28-33
3o-35
44·49
50·55
sa-.73
73-80
1.2-1.5
1.5-1.8
2.5-2.8
2.9·3.2
3.7·4.6
4.1·4.8
6.1-6.8
6.9·7.6
9.4-10.1
10.1·11.1
BOLT HEAD MARK
4
0.3-0.5
1.0·1.3
1.8. 2.5
3.0·4.2
5.0·7.0
7
0.8-1.0
1.5. 2.2
3.0 ·4.2
5.5· 7.5
8.0·11.0
SURFACES REQUIRING SEALANT
(where to mount sealant coated parts)
Thread portion (Gear Case)
· Thread portion.(Cylinder Block right side, pump cover)
Thread pprtion· (Cylinder Head rear surface)
Thread portion (Cylinder Block right side, rear middle portion)
Thread portion (Cylinder Block right side surface)
Periphery (Main Bearing Gaps No. 1 and No.5)
Contact surface with Cylinder Block
Enpines & Generators
86
10
1.0 ·1.3
2.5·3.5
5.0. 7.0
9.5 ·12.0
16.0 ·19.0
SEALANT
Liquid Teflon
Liquid Teflon
Liquid Teflon
Liquid Teflon
Liquid Teflon
Permatex #6B
Permatex #68
DECIMAL TO METRIC EQUIVALENT CHART
"
Fractions of
an inch
Decimal (in.)
Metric (mm)
Fractions of
an inch
Decimal (in.)
Metric (mm)
1/64
0.015625
0.39688
33/64
0.515625
13.09687
1/32
0.03125
0.79375
17/32
0.53125
13.49375
3/64
0.046875
1.19062
35/64
0.546875
13.89062
1/16
0.0625
1.58750
9/16
0.5625
·14.28750
5/64
0.078125
1.98437
37/64
0.578125
14.68437
3/32
0.09375
2.38125
19/32
0.59375
15.08125
7/64
0.109375
2.77812
39/64
0.609375
15.47812
1/8
0.125
3.175
5/8
0.625
15.87500
9/64
0.140625
3.57187
41/64
0.640625
16.27187
5/32
0.15625
3.96875
21/32
0.65625
16.66875
11/64
0.171875
4.36562
43/64
0.671875
17.06562
3/16
0.1875
4.76250
11/16
0.6875
17.46250
13/64
0.203125
5.15937
45/64
0.703125
17.85937
7/32
0.21875
5.55625
23/32
0.71875
18.25625
15/64
0.234375
5.95312
47/64
0.734375
18.65312
1/4
0.250
6.35000
3/4
0.750
19.05000
17/64
0.265625
6.74687
49/64
0.765625
19.44687
9/32
0.28125
7.14375
25/32
0.78125
19.84375
19/64
0.296875
7.54062
51/64
0.796875
20.24062
5/16
0.3125
7.93750
13/16
0.8125
20.63750
21.03437
21/64
0.328125
8.33437
53/64
. 0.828125
11/32
0.34375
8.73125
27/32
0.84375
21.43125
23/64
0.359375
9.12812
55/64
0.859375
21.82812
3/8
0.375
9.52500
7/8
0.875
22.22500
25/64
0.390625
9.92187
57/64
0.890625
22.62187
13/32
0.40625
10.31875
29/32
0.90625
23.01875
27/64
0.421875
10.71562
59/64
0.921875
23.41562
7/16
0.4375
11.11250
15/16
0.9375
23.81250
29/64
0.453125
11.50937
61/64
0.953125
24.20937
15/32
0.46875
11.90625
31/32
0.96875
24.60625
31/64 .
0.484375
12.30312
63/64
0.984375
25.00312
0.500
12.70000
1
1.00
25.40000
1/2
Engines & Generators
87
ll.till'i
§PJI;fl
1242111-2017
WESTERBEKE CORPORATION • MYLES STANDISH INDUSTRIAL PARK
150 JOHN HANCOCK ROAD • TAUNTON MA 02780-7319 • TEL. (508}823-7677
FAX (508)884-9688 • WEBSITE: WWW. WESTERBEKE.COM
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