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Westerbeke Diesel W 58 Parts Manual




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TECHNICAL MANUAL
WESTERBEKE 58
Marine Diesel Engine
WESTERBEKE
200 YD 60 Hz
200 WTA 60 Hz
160 WTA 50 Hz
Marine Diesel Publication 24331
Edition Three
November WESTERBEKE
J MYLES STANDISH INDUSTRIAL PARK
150JOHN HANCOCK ROAD TAUNTON MA MANUAL
WESTERBEKE 58
Marine Diesel Engine
WESTERBEKE
200 YD 60 Hz
200 WTA 60 Hz
160 WTA 50 Hz
Marine Diesel Publication 24331
Edition Three
November WESTERBEKE
J MYLES STANDISH INDUSTRIAL PARK
150JOHN HANCOCK ROAD TAUNTON MA 027807319
SECTION INDEX
GENERAL
Introduction Operation
Installation ENGINE OVERHAUL
OTHER OVERHAUL
Marine Engine Electrical System
Cooling System External
GENERATOR SETS
HYDRAULIC CRANKING SYSTEM
SERVICE BULLETINS
IMPORTANT
PRODUCT SOFTWARE software of all kinds such as brochures data operators and workshop manuals parts lists
and parts pr ice lists and other information provided from sources other is not wi thin Westerbeke s control and is provided to
Westerbeke customers only as a cour
tesy and service WESTERBEKE CANNOT BE RESPONSIBLE FOR THE
CONTENT OF SUCH SOFTWARE MAKES NO WARRANTIES WITH RESPECT THERETO INCLUDING THE OR COMPLETENESS THEREOF AND WILL IN NO EVENT BE
LIABE FOR ANY TYPE OF DAMAGES OR INJURY INCURRED IN
CONNECTION WITH OR ARISING OUT OF THE FURNISHING OR USE OF
SUCH SOFTWARE
For example components and incorporated products and supplied by others such as fuel systems and components electri
cal components pumps and other products are generally sup
ported by their manufacturers with their own software must depend on such software for the design own product software Such software may be out
dated and no longer accurate Routine changes made suppliers of which Westerbeke rarely has notice
in advance are frequently not reflected in the until after such changes take customers should also keep in mind the time span
between pr intings of Westerbeke product software and existence of earlier noncurrent editions in the field Additionally products
include that frequently do not include complete sum product software provided with Westerbeke from Westerbeke or other suppliers must not
and can
not be relied upon exclusively as the definitive authority on
the respective product It not only makes good sense but is
imperative that appropriate of Westerbeke or
the supplier in question be consulted to determine the
accuracy and currency of the product software being consulted
by the 2
INTRODUCTION
IMPORTANT
THIS MANUAL IS A DETAILED GUIDE TO THE STARTUP OPERATION AND MAINTENANCE OF YOUR WESTERBEKE MARINE
DIESEL ENGINE THE INFORMATION IT CONTAINS IS VITAL TO THE
ENGINES DEPENDABLE LONG TERM OPERATION
READ IT
KEEP IT IN A SAFE PLACE
KEEP IT HANDY FOR REFERENCE AT ALL TIMES
FAILURE TO DO SO WILL INVITE SERIOUS RISK NOT ONLY TO YOUR
INVESTMENT BUT YOUR SAFETY AS THE DIESEL
The diesel engine closely resembles the gasoline engine inasmuch
as the mechanism is essentially the same Its cylinders are its closed crankcase its crankshaft is of the same general type
as that of a gasoline engine it has the same sort of pistons connecting rods lubricating system and reverse and
reduction gear
Therefore it follows to a great extent that a diesel eng ine
requires the same preventative maintenance as that which any intelli
gent operator would give to a gasoline engine The most are proper maintenance of the fuel lubricating and Replacement of fuel and lubricating
filter elements at the
time periods specified is a must and frequent checking for ie water in the fuel system is Another important factor is the use of the same brand
high detergent diesel lubricating oil designed specifically for
diesel engines
The diesel engine does differ from the gasoline engine however
in the method of handling and firing its fuel The carburetor and
igni tion systems are done away with and in their place is a the Fuel Injection pump which performs the function of
both
Unremitting care and attention at the factory have resulted in a
Westerbeke engine capable of many thousands of hours of What the manufacturer cannot control however is the treat
ment it receives in service This part rests with PARTS
Whenever replacement parts are needed always include the complete
part description and part number see separate Parts List furnished
if not part of this publication Be sure to include the and serial number Also be sure to insist upon Westerbeke fac
tory packaged parts because will fit parts are frequently not made
to the same as original equipment
GENERATOR SETS
Westerbeke diesels are used for both the propulsion of boats and
for generating electrical power For generator set applications all
details of this Manual apply except in regard to certain portions of
the Installation Operation and Maintenance sections is provided in the section titled Generator Sets
Section T
YOUR NOTES
INSTALLATION
FOREWORD
Since the boats in which these engines are used are many
and varied details of engine installation are equally so
It is not the purpose of this section to advise boatyards and
engine installers on the generally well understood and well
developed procedures for installation of engines However
the following outline of general procedure is included
because it is valuable in explaining the functions of each
component the reasons why the precautions to be watched and
the relationship of the installation to the operation of the
engine There are details of the installation which should
have a periodic check and of which the operator should have a
thorough understanding to insure good operating conditions
for the engine and correct procedure for its OF EQUIPMENT
The engine is shipped from the factory mounted securely and pro
perly crated Accessory equipment is shipped in a separate small box
usually packed with the engine crate
Before accepting shipment from the company the
crate should be opened and an inspection made for concealed damage
If either visible or concealed damage is noted you should require agent to sign Received in damaged condition Also of the shipment against the
packing list and make sure note
is made of any This is your protection against loss or
damage Claims for loss or damage must be made to the carrier not to
J H Westerbeke AND LIFTING
The engine is fitted with lifting rings
Rope or chain slings should be attached to the rings and the
engine lifted by means of tackle attached to this sling The lifting
rings have been designed to carry the full weight of the auxiliary slings are not required or desired
CAUTION Slings must not be so short as to place the eyes in significant sheer stress Strain on the eyes must not be in excess of 10 from
the vertical A spacer
bar must be placed between the two lifting eyes if supported by valve
cover studs
The general rule in moving engines is to see that all is amply strong and firmly fixed in place Move the engine a
Ii ttle at a time and see that it is firmly supported of accidents by avoiding haste Do not lift from the pro
peller coupling or pry against this with crowbar as you may distort
the coupling
In some cases it may be necessary to lift the engine in other than
the regular horizontal position It may be that the engine must be
lowered endwise through a small hatchway which cannot be made larger
If the opening is extremely restricted it is possible to reduce to
some extent the outside clearances such as generator cooling piping
water tank filters mounting lugs etc This accessory be removed by a competent mechanic and special care should be
taken to avoid damage to any exposed parts and to avoid dirt The parts which have been removed should be returned to
position as soon as the restriction has been passed
In case it is necessary to hoist the eng ine either front end
upwards or reverse gear end upwards the attachment of slings must be
done very carefully to avoid the possibility of damage to the parts on
which the weight may bear It is best if special rigging work be done
by someone experienced and competent in the handling of heavy BOLTS
It is recommended that bronze hanger bolts of appropriate size be
used through the engine flexible mounts Lag screws are less pre
ferred because their hold on the wood is weakened every time they are
moved whereas the lag bolt stays in position and the nut on top is
used to tighten the engine down or is removed to permit the engine to
be lifted The bolt itself stays in position at all times as a stud
and the bond between the bolt and the wood is not weakened by FOR ENGINE
A good engine bed contributes much toward the satisfactory opera
tion of the engine The engine bed
must be of rigid construction and
neither deflect nor twist when sub
jected to the engine weight or the
posi tion the boat may have to take
under the effects of rough seas
The bed must keep the engine within
one or two thousandths of an inch
of this position at all times It
has to wi thstand the forward push A
of the propeller which is applied
to the propeller shaft to the
thrust washer bearing in the engine
and finally to the engine bolts and
engine bed
In fiberglas hulls we recom
mend that similar wooden stringers
as in wooden hulls be formed and
fitted then glassed to the This allows hanger bolts
to be installed firmly in wood
thus reducing noise and transmitted 8
vibration
The temptation to install the
engine on a pair of irons should be resisted Such construction will allow to pass through to the hull Flexible mounts require a
firm foundation against which to react if they are to do their job
When possible follow bed design A and avoid bed design COUPLING
Each Westerbeke Diesel engine is regularly fitted with a connecting the propeller shaft to the engine
The coupling must not only transmit the power of the engine to
turn the shaft but must also transmit the thrust either ahead or
astern from the shaft to the thrust bear ing which is built into the
reduction gear housing of the engine This coupling is very for accurate fit
For all engine models a propeller bored to shaft
size for the specific order is supplied The coupling either has a
keyway with set screws or is of the clamping type
The forward end of the propeller shaft has a long straight keyway
Any burrs should be removed from the shaft end The coupling should
be a light drive fit on the shaft and the shaft should not have to be
scraped down or filed in order to get a fit It is important that
the key be properly fitted both to the shaft and the coupling The
key should fit the side of the keyway very closely but should not
touch the top of the keyway in the hub of the coupling
If it seems difficult to drive the coupling over the shaft the
coupling can be expanded by heating in a pail of boiling water The
face of the propeller coupling must be exactly perpendicular to or axis of the propeller The type and size of propeller varies with the gear
ratio and must
be selected to fit the application based upon boat tests To utilize
the full power of the engine and to achieve ideal loading is desirable to use a propeller which will permit the engine to
reach its full rated speed at full throttle under normal OF ENGINE
The engine must be properly and exactly aligned with the No matter what material is used to build a boat it will be
found to be flexible to some extent and the boat hull will change its
shape to a greater extent than is usually realized when it is launched
and operated in the water It is therefore very important to check
the engine alignment at frequent intervals and to correct any errors
when they may appear
Misalignment between the engine and the propeller shaft is the
cause of troubles which are blamed often on other causes It will
create excessive bear ing wear rapid shaft wear and will in many
cases reduce the life of the hull by loosening the hull fastenings
A bent propeller shaft will have exactly the same effect and it is
therefore necessary that the propeller shaft itself be One particularly annoying result of misalignment may be leakage oil through the rear oil
seal Check to make sure is within the limits prescribed
The engine should be moved around on the bed and supported on or shims until the two halves of the couplings can be
brought together without using force and so that the flanges meet
evenly all around It is best not to drill the foundation for bolts until the approximate alignment has been Never attempt a final alignment
with the boat on land The boat
should be in the water and have had an opportunity to assume its final
water form It is best to do the alignment with the fuel and water
tanks about half full and all the usual equipment on board and after
the main mast has been stepped and final rigging has been
Take plenty of time in making this alignment and do not be
satisfied with anything less than perfect results
The alignment is correct when the shaft
can be slipped backward and forward into the
counter bore very easily and when a feeler
gauge indicates that the flanges come at all points The two halves of
the propeller coupling should be 0002 inches A
In making the final check for engine half coupling should be held in
one position and the alignment with the pro
peller coupling tested with the in each of four positions rotated
90 between each position This test will also check whether the pro
peller half coupling is in exact alignment on its shaft Then
keeping the propeller coupling in one position the alignment should
be checked rotating the engine half coupling to full position each 90
from the next one
The engine alignment should be rechecked after the boat has been
in service for one to three weeks and if necessary the It will usually be found that the engine is no longer in
alignment This is not because the work was improperly done at
first but because the boat has taken some time to take its final
shape and the engine bed and engine stringers have probably absorbed
some moisture It may even be necessary to realign at a The coupling should always be opened up and the bolts removed whe
never the boat is hauled out or moved from the land to the water and
during storage in a cradle The flexibility of the boat often puts a
very severe strain on the shaft or the coupling or both when it is
being moved In some cases the shaft has actually been bent by This does not apply to small boats that are hauled out of
the water when not in use unless they are dry for a SYSTEM
Exhaust line installations vary considerably and each must be
designed for the particular job The general requirements are to pro
vide an outlet line with a minimum of restr ictions and arranged so
that sea water rain water or condensation cannot get back into the
engine There should be a considerable fall in the line between the
exhaust manifold flange and the discharge end This slope in the pipe
makes it difficult for water to be driven in very far by a wave and a
steep drop followed by a long slope is better than a straight Avoid any depression or trough to the line which would fill
with water and obstruct the flow of exhaust gas Also avoid any sharp
bends
Brass or copper is not acceptable for wet exhaust systems as of salt water and diesel exhaust gas will cause Galvanized iron fittings and
galvanized iron pipe for the exhaust line The exhaust line must be at least
as large as the engine exhaust manifold flange and be increased in
size if there is an especially long run andor many elbows It should
be increased by 12 in ID for every 10 feet beyond the first
10 feet
Most exhaust systems today use a water lift type muffler such as
the Westerbeke HydroHush In most installations there is a high loop after the engine manifold and before the muffler
to prevent water flowing backwards into the engine during cranking
It is essential not to hang too much weight in the form of components rigidly from the engine manifold Generally it to directly connect a pipe
nipple and a water elbow which two components weigh about 8 pounds 4 kg If
there are more components to be rigidly connected to each other than
will weigh 8 pounds then a flexible exhaust section must be the manifold outlet and the exhaust system
WA T II 0 I WATEQ LlfT IIAUST SVSH
13 SYSTEM WITH WATER JACKETED WATER LIFT EXHAUST SYSTEM WITH
STANDPIPE HYDROHUSH MUFFLER
The exhaust system must be supported or suspended independently of
the engine manifold usually using simple metal hangers secured to All dry portions of the exhaust system should be wrapped in
suitable insulation material to keep surface temperatures as low as
possible
Many installations use flexible rubber exhaust hose for the water
cooled section of the exhaust line because of the ease of flexibility Provide adequate support for the rubber hose to pre
vent sagging bending and formation of water pockets
Always arrange the rubber hose section so that water flow back into the engine Also make sure that entering sea
water cannot spray directly against the inside of the exhaust excessive erosion will EXHAUST GAS BACK PRESSURE
Back pressure must be measured on a straight section of the
exhaust line and as near as possible to the engine exhaust manifold
The engine should be run at maximum load during the Setup should be as shown below
1 For normally aspirated engines
Pressure Test Mercury Test Water Column
112 Max PSI 3 Mercury 39
2 For turbocharged engines
Pressure Test Mercury Test Water Column
075 Max PSI 112 Mercury 1912
Checking The Back Pressure
1 Exhaust pipe flange
2 Exhaust line
3 Transparent plastic hose
partly filled with A may not exceed 39
for normally aspirated engines and
195 for turbocharged CONNECTIONS
Seacocks and strainers should be of the full flow type at least
one size greater than the inlet thread of the sea water pump The
str ainer should be of the type which may be wi thdr awn for the vessel is at sea
Water lines can be copper tubing or wirewound reinforced rubber
hose In any case use a section of flexible hose that will not
collapse under suction between the hull inlet and engine and between
the outlet and the exhaust system This takes up vibration and per
mits the engine to be moved slightly when it is being realigned Do
not use street elbows in suction piping All pipe and fittings should
be of bronze Use sealing compound at all connections to prevent air
leaks The neoprene impeller in the sea raw water pump should never
be run dry
FUEL TANK AND FILTERS
Fuel tanks may be of fiberglas monel aluminum plain steel or
terne plate If made of fiberglas be certain that the interior is
gel coated to prevent fibers from contaminating the fuel or galvanized fuel tanks should not be used It is not
necessary to mount the tank above the engine level as the fuel lift
pump provided will raise the fuel from the tank The amount of lift
should be kept minimum 6 feet being maximum If a tank is above the engine level it can be utilized in this care should be taken to ensure that
the fuel system is so that airlocks are eliminated and precautions taken
against dirt and water entering the fuel
A pr imary fuel filter of the water collecting type should be
installed between the fuel tank and the fuel lift pump A is available from the list of accessor ies The secondary fuel
fil ter is fitted on the engine between the fuel lift pump and the
injection pump and has a replaceable element
As the fuel lift pump has a capacity in excess of that required by
the injection pump the overflow is piped to the fuel tank and should
be connected to the top of the tank or as near the top as possible
To insure satisfactory operation a diesel engine must have a
dependable supply of clean diesel fuel For this reason care are especially important at the time when the fuel tank is
installed because dirt left anywhere in the fuel lines or tank cause fouling of the injector nozzles when the engine is
started for the first time
FUEL PIPING
We recommend copper tubing together wi th sui table fittings both
for the supply line and the return line Run the tubing in the
longest pieces obtainable to avoid the use of unnecessary fittings The shut off valve in the line between the fuel tank and
engine should be of the fuel oil type and it is important that all
joints be free of pressure leaks
Keep fuel lines as far as possible from exhaust pipe for to eliminate vapor locks
The fuel piping leading from the tank to the eng ine always be securely anchored to prevent chafing Usually the
copper tubing is secured by means of copper straps
The final connection to the eng ine should be through PANEL
The Westerbeke allelectric panel utilizes an electronic tacho
meter with a builtin hourmeter Tachometer cables are no except for the Skipper mechanical panel Mounted on the
panel are a voltmeter water temperature gauge and oil pressure gauge
Each instrument is lighted The allelectric panel is isolated from
ground and may be mounted where visible It is normally EQUIPMENT
Most Westebeke eng ines are supplied prewired and with Never make or break connections while the engine is
running Carefully follow all instructions on the wiring especially those relating to fusecircuit breaker Starter batteries should be located
as close to the engine as
possible to avoid voltage drop through long leads It is bad practice
to use the starter batteries for other services unless they require
low amperage or are intermittent In cases where there are substan
tial loads from lights radios depth sounders etc
it is essential to have a complete separate system and to current for this by means of a second alternator output splitter
Starter batteries must be of a type which permits a high rate of
discharge Diesel starting
Carefully follow the recommended wire sizes shown in the Plan installation so the battery is close to the engine and
use the following cable sizes
1 for distances up to 8 feet
10 for distances up to 10 feet
20 for distances up to 13 feet
30 for distances up to 16 CONTROLS
The recommended practice is to have the stoprun lever loaded to
the run position and controlled by a sheathed cable to a at the pilot station The throttle lever should be connected to
a Morse type lever at the pilot station by a sheathed cable
The transmission control lever may be connected to the pilot sta
tion by a flexible sheathed cable and controlled by a Morse type
lever The singlelever type gives clutch and throttle control with
full throttle range in neutral position The twolever type control with one lever and throttle control with the other
Any bends in the control cables should be gradual End sections
at engine and transmission must be securely mounted After linkages
are completed check the installation for full travel making sure
that when the transmission control lever at the pilot station is in
forward neutral and reverse the control lever on the on the respective detent Check the throttle control lever and the
stoprun lever on the fuel injection pump for full travel
Some models do not require a stop cable because they have either a
fuel solenoid or an electric fuel pump Examples of such models are
the W58 and the W52
FOR FIRST START
The engine is shipped dry with lubricating oil drained from
the crankcase and fluid from the transmission Therefore be sure to
follow these recommended procedures carefully before starting the
engine for the first time
1 Remove oil filler cap and fill oil sump with heavy duty
diesel lubricating oil to the highest mark on the dipstick See table
under Maintenance for an approved lubricating oil Do not an approved grade from the listing and continue to use it
2 Fill the reverse gear to the highest mark on the dipstick with
TYPE A transmission fluid Do not overfill Refer to Section of this manual for details
Engine oil is not recommended because it can foam and it can con
tain additives harmful to some If the engine is equipped with a Vdrive fill to the full mark on
the dipstick with the recommended lubricant specified on the data tag
on the Vdrive housing
3 Fill fresh water cooling system with a 5050 antifreeze solu
tion only after opening all petcocks and plugs until all entrapped air
is expelled
Fill surge tank to within one inch of the top Check this level
after engine has run for a few minutes If trapped air is released
the water level may have dropped If so refill tank to within one
inch of top and replace filler cap
4 Ensure battery water level is at least 38 above the and battery is fully charged so that it is capable of the extra
effort that may be required on the first start
5 Fill fuel tank with clean diesel fuel oil No 2 diesel fuel
oil is recommended The use of No 1 is permissible but No 2 is pre
ferred because of its higher lubricant content
NOTE If there is no filter in the filler of the fuel tank procedure is to pour the fuel through a funnel of 200 mesh
wire screen
6 Fill grease cup on the sea water pump if present with a good
grade of water pump grease
FUEL SYSTEM
The fuel injection system of a compression ignition engine depends
upon very high fuel pressure during the injection stroke to Relatively tiny movements of the pumping plungers produce
this pressure and if any air is present inside the high then this air acts as a cushion and prevents the and therefore fuel injection from being
achieved
In consequence it is essential that all air is bled from the
system whenever any part of the system has been opened for repair 13
BLEEDING PROCEDURES BY MODEL
1 Initial Engine Startup Engine stoppage due to lack of fuel
a Insure that the fuel tanks is filled with the proper
grade of diesel fuel
b Fill any large primary filterwater separator with clean
diesel fuel that is installed between the fuel tank and
engine To attempt to fill any large primary filter using
the manual priming lever on the engine mounted fuel lift pump
may prove futile or require a considerable amount of priming
c Turn the fuel selector valve to On Systems with more
than one tank insure that fuel returning is going to the
tanks being used
The above procedures are basic for all initial engine startups or engines stopping due to lack of W7 AND WPD4 GENERATOR 3600 RPM Figure 1
1 with the use of a 516 box wrench or common screw driver open the
bleed screw one or two turns on the outgoing side of the engine
mounted secondary fuel filter Bleed point A with firm strokes
on the lift pump priming lever bleed until fuel free of air
bubbles flows from this point Stop priming and gently tighten
the bleed screw
2 With a 58 open end wrench loosen one to two turns the nut
securing the injector line to the injector Bleed point B
Decompress the eng ine wi th the lever on the top of the cylinder
head Crank the engine over with the starter W7 ensure that
the engine stop lever is in the run position and the throttle is
full open 4KW use the defeat position while cranking Crank
the engine until fuel spurts by the nut and line stop cranking
and tighten the 58 nut and proceed with normal starting proce
W30 Figure 2 W40 WPOlO l2 15 Figure 3 W50
WEO 15 Figure 4 W80 BR 30 Figure 5 W120 BR 45 Figure 5
1 Open the banjo bolt on top of the engine mounted secondary fuel
fil ter 12 turns Bleed Point A With firm stroke on the fuel
lift pump priming lever bleed until fuel free of air bubbles
flows from this point Stop priming and tighten the bolt
2 On the fuel inj ection pump body is a 516 bleed screw Bleed
Point B This may be mounted on a manifold with a pressure
swi tch Open th is one or two tur ns do not remove it and wi th
the priming lever bleed until fuel free of air bubbles flows
stop priming and tighten the bleed screw
3 On the control cover of the injection pump Bleed Point C is a
516 bleed screw Open this screw one to two turns and proceed as
in Step 2 Note Bypass this bleed point on the W30 injection
pump
4 WSO injection pump only Open the S16 bleed screw Bleed
Point D on the injector line banjo bolt one or two turns and
with the throttle full open and the engine stop lever in the run
position crank the engine over with the starter until clear fuel
free of air flows from this point Stop cranking and tighten this
bleed screw
S With a S8 wrench loosen one to two turns the injector line
attaching nuts at the base of each injector and with the throttle
full open and the engine stop control in the run position crank
the engine over with the starter until fuel spurts by the nuts and
injector line at each injector Stop cranking and tighten the nut
and proceed with normal starting W13 44KW W21 77KW W27 11lKW W33 12SKW Figure 6
These units are Turn the ignition to the ON position and wait lS20 seconds
2 Start the engine following normal starting WS8 WTO 20 Figure 7
1 Open the bleed screw on the top inboard side of the secondary fuel filter one to two turns using a 10mm box wrench
Bleed Point A This fuel filter is equipped with a hand
operated priming pump with the palm of your hand pump this
primer until fuel free of air flows from this point Stop pumping
and tighten the bleed screw
2 With bleed screw A tightened pump the hand primer several more
times This primes the inj ection pump which is The injection pump incorporates a feed pump which keeps the fuel
system primed when the engine is running thus no external lift
pump is required
3 Loosen the four injector line attaching nuts at the base of each
injector Bleed point B one to two turns with a 16mm open end
wrench Place the throttle in the full open position and crank
the engine over with the the starter until fuel spurts by the nut
and injector lines Stop cranking and tighten each of the four
nuts and proceed with normal starting Figure 1 Figure 2
Figure 3 Figure 6
Figure 4 Figure 7
Figure 5 Typical Mechanical Fuel
16 Lift FOR STARTING
1 Check water level in expansion tank It should be l to 2 in
below the top of the tank when cold
2 Check the engine sump oil level
3 Check the transmission fluid level
4 See that there is fuel in the tank and the fuel shutoff is open
S Check to see that the starting battery is fully charged all
electrical connections are properly made all circuits in order
and turn on the power at the battery Check the seacock and ensure that it is THE ENGINE COLD
Most Westerbeke marine diesel engines are equipped with a cold
starting aid to ease in the starting of your engine when cold
1 Check to see that the stop lever if installed is in the run
position
2 Place the throttle in the fully open position
3 Press the Preheat button in and hold for 15 to 20 seconds
4 While holding the Preheat button in turn the keyswitch to the
ON or Run position This activates the panel gauges lights
and fuel solenoid or electric fuel pump if so equipped Continue
to turn the keyswitch to the Start position and hold for no more
than 20 seconds Some units may be equipped with a pushbutton to
start rather that the keyswitch and in these cases the electrical
system is activated by fuel pressure
5 If the engine fails to start in 20 seconds release start switch
and preheat for an additional 15 to 20 seconds then repeat
step 4
6 As soon as the engine starts release the start switch and the
preheat button and return the throttle to the idle position
Do not crank the engine more than 20 seconds when trying to
start Allow a rest period of at least twice the cranking period bet
ween the start cycles Starter damage may occur by overworking the
starter motor and the backfilling of the exhaust system is THE ENGINE WARM
If the engine is warm and has only been stopped for a short time
place the throttle in the partially open position and engage the
starter as above eliminating the preheat step
NOTE Always be sure that the starter pinion has stopped again reengaging the starter otherwise the flywheel ring
gear or starter pinion may be that the electrical connection to the cold starting aid use of the cold starting aid beyond the time
periods stated
should be avoided to prevent damage to the aid
NEVER under any circumstances use or allow anyone to use ether to
start your engine If your engine will not start then have a
qualified Westerbeke marine mechanic check your ENGINE STARTS
1 Check for normal oil presure immediately upon engine starting Do
not continue to run eng ine if oil pressure is not present wi thin
15 seconds of starting the engine
2 Check Sea Water Flow Look for water at exhaust outlet Do this
iwthout delay
3 Recheck Crankcase Oil After the engine has run 3 or 4 minutes
subsequent to an oil change or new installation stop the engine
and check the crankcase oil level This is important as it may be
necessary to add oil to compensate for the oil that is required to
fill the engines internal oil passages and oil filter Add oil
as necessary Check oil level each day of Recheck Transmission Fluid level This applies only subsequent
to a fluid change or new In such a case stop the
engine after running for several minutes at 800 RPM with one shift
into forward and one into reverse then add fluid as necessary
Check fluid level each day of Recheck Expansion Tank Water Level if engine is fresh water
cooled This applies after cooling system has been drained or
filled for the first time Stop engine after it has reached
operating temperature of 17sF and add water to within one inch of
top of The system is pressurized when overheated and the pressure
must be released gradually if the filler cap is to be removed It is
advisable to protect the hands against escaping steam and turn the cap
slowly until the resistance of the safety stops is
felt Leave the cap in this position until all pressure is the cap downward against the spring to clear the safety stops
and continue turning until it can be lifted off
6 Warmup Instructions As soon as posSible get the boat underway
but at reduced speed until water temperature gauge indicates
1301s0F If necessary engine can be warmed up with the
transmission in neutral at 1000 RPM Warming up with the
transmission in neutral takes longer and tends to overheat the
7 Reverse Operation Always reduce engine to idle speed when
shifting gears However when the transmission is engaged it
will carry full engine load
NOTE The SAO transmission requires that when backing down the shift
lever must be held in the reverse position since it has no locking THE ENGINE
1 Position shift lever in neutral
2 Idle the engine for 2 to 4 minutes to avoid boiling and to dissi
pate some of the heat
3 If equipped with a stop lever pull the knob and hold in this
position until the engine stops This stops the flow of fuel at
the injection pump After the engine stops return the control to
the run position to avoid difficulty when restarting the engine
4 Turn off the keyswitch Some models do not use the stop lever as
they are equipped with a fuel solenoid or electric fuel pump which
shuts off the fuel supply when the keyswitch is turned to the OFF
position
5 Close the seacock
6 Disconnect power to system with battery Never run engine for extended periods when excessive overheating
occurs as extensive internal damage can be caused
2 DO NOT put cold water in an overheated engine It can crack the
cylinder head block or manifold
3 Keep intake silencer free from lint etc
4 Do not run engine at high RPM without clutch engaged
5 Never Race a Cold Engine as internal damage can occur due to ina
dequate oil Keep the engine and accessories clean
7 Keep the fuel clean Handle it with extreme care because water
and dirt in fuel cause more trouble and service life of the
injection system is reduced
8 Do not allow fuel to run low because fuel intake may be uncovered
long enough to allow air to enter the injection system resulting
in engine stoppage requiring system bleeding
9 Do not be alarmed if temperature gauges show a high reading
following a sudden stop after engine has been operating at full
load This is caused by the release of residual heat from the
heavy metal masses near the combustion chamber Prevention for
this is to run engine at idle for a short period before stopping
it High temperature reading after a stop does not necessarily
signal alarm against restarting If there is no functional dif
ficulty temperatures will quickly return to normal when engine is
TEN MUST IMPORTANT IMPORTANT
for your safety and your engines
1 Keep this Manual handy and read it whenever in doubt
2 Use only filtered fuel oil and check lube oil level daily
3 Check cooling water temperature frequently to make sure it is
190 or less
4 Close all drain cocks and refill with water before starting
5 Investigate any oil leaks
6 Race the engine in neutral
7 Run the engine unless the gauge shows proper oil pressure
8 Break the fuel pump seals
9 Use cotton waste or fluffy cloth for cleaning or store fuel
in a galvanized container
10 Subject the engine to prolonged overloading or continue to
run it if black smoke comes from the exhaust
ATTENTION
After you have taken delivery of your engine it is important that
you make the following checks right after the first fifty hours of Note Transmissions generally require fluid change after the
first 25 to 30 hours of operation Refer to the Transmission Section
of this manual for HOUR CHECKOUT INITIAL
Do the following
1 Retorque the cylinder Retorque the rocker bracket
nuts and adjust valve Check and adj ust if forward drum assembly and the
reverse band on manual SAO and Change engine lubricating oil
and oil filter
5 Check for fuel and leaks Correct if necessary
6 Check cooling system for leaks
and inspect water level
7 Check for loose connections nuts bolts
vee belt tensions etc Pay par
ticular attention to loose
engine mounts engine mount fit
tings These could cause CHECKOUT
Do the following
1 Check the sea water strainer if one has been installed
2 Check water level in cooling system
3 Check lubricating oil level in sump Fill to highest mark Turn down grease cup on water pump if used one full turn
5 Check fluid level in transmission Fill to highest mark on
dipstick with proper CHECKOUT MORE OFTEN IF POSSIBLE
Do the following
1 Check gener at or alternator and sea water pump nV belts for
proper tension
2 Check water level in battery
3 Change oil in sump See Note
4 Replace lubricating oil filter Figure 2 See Note
5 Fill sump with diesel lubricating oil to highest mark on to Specification page for proper quantity of See Note

Do Not
CAUTION The use of different brands of lubricating oils during oil
changes has been known to cause extensive oil sludging and may in cause complete oil start eng ine and run for 3 or 4 minutes stop eng ine and
check
oil filter gasket for leaks Check oil sump level This is important
as it may be necessary to add oil to compensate for the oil that is
required to fill the eng ine s internal oil passages and oil filter
Add oil as necessary See NOTE
IT IS MANDATORY THAT THE CHECKS 3 4 5 AND 6 BE ATTENDED TO WHEN
TOTAL OPERATING TIME REACHES 150 HOURS IN SOME INSTANCES THIS TOTAL
IS REACHED BEFORE END OF SEASON
7 Clean Air Filter if supplied Most models have an air silencer
that does not require cleaning The time period for replacing the
air filter depends on operating conditions therefore under conditions the seasonal frequency should be increased The
correct time periods for replacing the filter will greatly assist in
reducing bore wear thereby extending the life of the engine
8 Check engine for loose bolts nuts etc
9 Check sea water pump for leaks
10 Wash primary filter bowl and screen If filter bowl or sediment filter bowl and secondary oil fuel filter need be
cleaned more Replace secondary fuel filter element
12 Replace air filter
13 Change the fluid in the transmission Refer to the of this manual for details
END OF SEASON SERVICE
1 Drain fresh water cooling system by removing the surge tank
pressure cap and opening all water system petcocks
2 Remove zinc rod usually located in heat exchanger and see if it
needs replacing The zinc rod will take care of any electrolysis that
may occur between dissimilar metals Insert new zinc if necessary
3 Fill fresh water cooling system with antifreeze of a Refer to Cold Weather Start engine When temperature gauge indicates l7SF shut engine
down and drain lubricating oil Remove and replace filter Fill sump
with High Detergent Lubricating Oil
5 Carefully seal air intake opening with waterproofed adhesive tape
or some other suitable medium
6 Seal the exhaust outlet at the most accessible location as close
to the engine as possible
7 Remove injectors and spray oil into cylinders
8 Replace inj ectors with new sealing washer under each inj ector
Turn engine slowly over Top off fuel tank completely so that no air space remains water formation by Leave fuel system full of fuel
11 Change fuel filters before putting the engine back in service
12 Wipe engine with a coat of oil or grease
13 Change fluid in transmission Refer to the Transmission Section
of this manual for details
14 Disconnect battery and store in fully charged condition Before
storing the battery the battery terminals and cable connectors should
be treated to prevent corrosion Recharge battery every 30 days
15 Check 24
LUBRICATING oils are available for Westerbeke Diesel engines which
offer an improved standard of performance to meet the requirements of
modern operating conditions such as sustained high speeds and oils meet the requirements of the U S MILL2104B API Service CC Any
other oils which
also conform to these but are not listed here are of
course also suitable
SAE DESIGNATION
COMPANY BRAND 04SF 4S80F OVER Oil Co American Supermil
Motor Oil lOW 20W20 30
BP Canada Ltd BP Vanellus lOW 20W20 30
BP Vanellus 10W30 10W30 Oil Co RPM DELO Multi
service Oil lOW 20W20 30
Cities Service Oil
Co CITGO Extra Range lOW 20W20 Oil
Co CONOCO TRACON OIL lOW 20W20 30
Gulf Oil Gulflube Motor XHD lOW 20W20 30
Mobil Oil Company Delvac 1200 Series 1210 1220 1230
Shell Oil Company Shell Rotella TOil lOW 20W20 30
Sun Oil Company Subfleet MILB lOW 20W20 30
Texaco Inc Ursa Oil Extra Duty lOW 20W20 30
YOUR NOTES
ENGINE OVERHAUL
The following sections contain relating to the proper opera
tion of the major com
ponents and systems of the eng ine
Included are disassembly rework instructions for the guidance
of suitably equipped and staffed marine
engine service and rebuilding necessary procedures should be under
taken only by such tional operating are
included in the Operation Section of replacements should be made only with
genuine Westerbeke parts
ENGINE the following Clean the exterior of the engine of any deposits of dirt and oil
B Be careful not to damage each disassembled component part
C Arrange parts in the order of disassembly Mark or label parts as
needed to insure proper mating and reassembly Keep parts clean
1 Mount the engine on a suitable engine stand for Drain the engine oil and
coolant from the engine and
heat Drain all lubricant from the
4 Remove engine wiring harness in
its entirety Label terminal
connections to insure proper I
reattachment I
I I
I I
I
I I
5 a Remove marine transmission and related hardware
b Remove starter motor
c Remove engine heat exchanger and engine oil cooler If
possible leave one end of each hose connection attached to
the part being removed
d Remove engine 28
e Remove transmission damper plate
f Remove Remove engine backing plate
7 Unbol t elbows at head and
remove the exhaust manifold in
its Remove the engine alternator and sea water pump
9 Remove the engine mounted fuel filter and fuel line to injection
pump Note arrangement of sealing washers on banjo bolts at fuel
filter and injection pump
10 Remove the thermostat cover and the thermostat Leave temperature
sending unit in place
11 Remove the fresh water circulating pump
12 Remove the air intake Remove all the high pressure injector lines from the injection
pump to the injectors Leave the two upper line clamps in place
Note Cap ends of the lines and the connections at the injection
pump and at the injectors to prevent entry of foreign Remove the intake manifold
15 a Remove the fuel return line from the top of the injectors and
from the fuel injection pump Note washer arrangement on fuel
return line banjo bolts Cap all openings on fuel return line
injectors and injection pump
b Remove the fuel injectors dust seals and sealing washers
from the cylinder head
c Remove the glow plugs
16 Remove the crankcase breather hose and rocker arm cover
17 Remove the cylinder head
Note Loosen the cylinder head bolts equally and gradually in the
order shown in the figure
a Remove the rocker arm assembly
b Remove the valve stem caps so as not to lose them when
removing the cylinder head Label each cap as to which valve it
belongs
c Remove the push rods Label each rod as to which valve it
belongs
d Lift the cylinder head off the engine
18 Remove the oil filter assembly
19 Removal of the injection pump
Note Scribe mating marks on
pump body flange and the timing
gear case before removal
a Remove the cover 1 and the lock nuts 2
b Loosen the two inj ection
pump hold down nuts 3 Do
not remove entirely The hold
down nut on the engine side of
the pump can be gotten at by
using a 14 universal socket
and extension with ratchet
c Remove the nut 4 and lockwasher 5 from the injection pump
shaft
Note Take care not to drop nut and washer into timing gear case
d Place the keyway on the
injection pump shaft in the
12 00 pos i tion wi th the aid of
the front cr ankshaft pulley
bolt before attempting to
remove the injection pump
e With the use of extractor 49 SEOI 157 apply sufficient
pressure to loosen the pump from the keyed gear The loose hold
down nuts will prevent the pump from falling from the engine
Note If an extractor is not available replace the nut on the
injection pump shaft loosely and with a nylon dr ift and hammer
gently tap the injection pump shaft to dislodge it from the keyed
drive gear
f Once loosened remove the
hold down nuts 3 and washers
and carefully withdraw the pump
from the dr i ve gear and eng ine
so as to avoid losing the
injection pump drive key inside
the timing case
20 Remove the front crankshaft pulley attachment bolt with the aid of
a 38 mm socket and draw the pulley off the front Remove the front timing gear cover
22 Remove the injection pump drive gear I and the oil baffle
plate 2
23 Remove the centr al idler gear and idler gear spindle
24 With a suitable puller remove crankshaft gear and key
25 Remove camshaft gear using a suitable puller
26 Turn the engine over and remove the oil pan
27 Loosen the set screw 1 then remove the oil pump assembly
28 Remove the camshaft carefully Insure that all the pushrod tap
pets are seated into the engine block prior to attempting to
remove the camshaft from the Remove the timing gear case
from the front of the engine
block Discard the old Remove the rear oil seal
31 Remove the connecting rod bearing caps
32 Remove the piston and connecting rod assemblies from the top of
the cylinder block
33 Remove the main bearing caps
Note Mark bearing caps to insure proper 33
Remove the Remove each valve from the cylinder head assembly Use
appropriate valve spring compressor to aid in disassembly
Arrange or label valves so as to replace them in the cylinder and
guide from which they were Disassemble the rocker arm
37 Disassemble the piston
assembly
a Using the piston ring
remover remove the piston
rings
b Remove the wrist pin snap
rings
cUsing a nylon drift drive
the wr ist pin from the piston
and rod
Note If the piston pin is
tightly fitted heat the piston
head with the aid of a hot
plate or similar device
ENGINE INSPECTION AND Head
1 Visual inspection
Check the cylinder head for cracks or any other damage and if
necessary repair or replace it
2 Distortion inspection
a Measure the cylinder head surface distortion with a straight
edge and the thickness gauge Take 6 measuring positions as shown
in the figure
b If the distortion exceeds permissible limit replace the
cylinder head The head has no allowance for planing and must be
replaced not renewed
Distortion limit 12 010 mrn 0004 in
3456 025 mrn 0010 in
3 Insert inspection
Check for cracks or damage on the insert and if detected replace
4 Insert replacement
a To remove the insert
place a suitable drift into the
injection nozzle hole then tap
the drift with a hammer
b To install set the insert
in position and insert the
welch washer into the insert
guide hole Secure the welch
washer by tapping the raised
center of the welch washer
Note
1 Use new welch washer
2 Insert the welch washer so
that its convex surface is
toward the cylinder head gasket
side
cmrber
3 After installation check
to see if the inser t is com
pletely fixed in place
Valve Seat
Note Valve seat inserts cannot be fitted to this Valve seat angle
a Valve seat angle is 45
and 30 respectively for intake
and exhaust sides The stan
dard contact width of valve
seat is 20 mm OOS in for
both intake and exhaust sides
b If the valve margin is
less than the permissible
limit replace the valve intake exHaust
Valve margin limit 135 rom 0053 in
2 Stem wear inspection
If the valve stem is bent or
its diameter is less than the
limit replace the valve
Stem diameter limit
Intake 7SS0 rom 03102 in
Exhaust 7S67 mm 03097 in
Valve Spring
1 Free length check
Measure the free length of the
valve spring and if free length
is less than the limit replace
Limit
Inner spring 436mm 1717 in
Outer spring 529mm 2083 in
2 Squareness check squarelf8SS limit
Check the squareness of the
valve spring and if it is more
than the limit replace the
spring
Limit
Inner spring 125mm 0049 in
Outer spring 137mm 0054 in
3 Fitting pressure check
Check the valve spring fitting valve spring tester
pressure with a valve spring
tester and if the pressure is
less than the limit replace
the spring
Note Measure the fitting
pressure after compressing the
spring several times
Inner spring Outer spring
Fitting length 378 mm 149 in 403 mm 159 in
Fi tting pressure limit 103 kg 227 lb 145 kg 320 lb
Valve Guide
1 Inspecting clear ance between
valve and guide
Check the clearance between the
valve stem and the valve guide
If the clearance is more than
the limit replace the valve or
valve 0127 rom 0005 in
2 Valve guide replacement
a To remove the valve guide press out the valve guide towards
the combustion chamber side using the valve guide installer
b Using the valve guide installer press in the valve guide
into the cylinder head until the valve guide height reaches the
indicated scale on the valve guide installer
Note Be sure to press in the valve guide so that the inside
chamber on the valve guide end faces to combustion chamber side
Valve guide remover and installer tool 49 0636 l65A
49 0636 165
Rocker Arm
1 Visual inspection
a Check each component part of rocker arm assembly for cracks
or other damage
b Check if oil passages of rocker arm and shaft are clogging
and if necessary repair or replace it
2 Inspecting clearance between rocker arm and shaft
Check the clearance between the rocker arm and shaft and if it
exceeds the limit replace the rocker arm bushing or shaft
Clearance Standard 00160061 mm in
Limit 007 mm 0003 in
3 Rocker arm bushing replacement
a Using the suitable man
drel press out the bushing
b Aligning the oil passages
of the rocker arm and bushing
press the bushing into the
rocker arm
c After the rocker arm bush
ing has been replaced ream the
bushing bore with a reamer so
that the clearance between the
bushing and shaft becomes equal
to the standard Visual inspection
a Check the tappet for cracks and other damage and if damaged
replace the tappet
b Check for abnormal wear of limit
portion of tappets that contact
with cam and if anyone is
abnormally worn replace the
Inspecting clearance between tappet and tappet bore
Check the clearance between the tappet and tappet bore and if the
clearance is greater than the limit replace the tappet or
cylinder block
Clearance Limit 010 mm 0004 in
Cylinder inspection
a Check the cylinder block remove oC1ting dowels
beloM qing for cracks and damage If
necessary repair or replace it
entirely
b Check to see that oil or
cooling water passages are not
clogged and if clogged remove
wi th compressed air or a wire
probe
2 Distortion inspection 2
Check the gasket face distor
tion of the cylinder block and
if it exceeds the limit repair 3
or replace it
Distortion limit
1 2 010 mm 0004 in
3 4 025 mm 0010 in
1 Z
Cylinder Liner
1 Wear inspection
a Measure the liner bore at
three positions of upper Hlt
middle and lower portions with
cylinder gauge in XX and YY
directions as shown in figure
b If wearing exceeds the I
limit replace the liner XX6 file fllrtMI Cylinder liner bore
Standard 8892588950 mm in
Wear Limit 020 mm 0008 in
2 Cylinder liner replacement
Hydraulic press or similar device is needed
a Attach the cylinder liner puller and installer to the lower
rim of the cylinder liner then press out the liner
b Check for scr atches on the cylinder block side and if any
remove them by using extremely fine emery paper with engine oil
c To install the liner apply the engine oil on the cylinder
block bore and the liner exter ior then set the liner on the
cylinder block
d Using the cylinder liner puller and installer press the
liner into the cylinder block
Note 1 Press in the liner straight
2 When press fitting the liner keep the pressure within a
range of 13 tons 22006600 Ib
e Measure the liner protrusion and correct it if necessary
Protrusion 01010000 rom in
Piston and Piston Ring
1 Visual inspection
Check the sliding surface and ring groove of piston for wear
scratches or any other damage
2 Inspecting clearance between
piston and cylinder liner
a Check the clearance be
tween the piston and the
cylinder liner by measuring the
cylinder bore and piston
diameter and if the clearance measure I
exceeds the limit replace the
cylinder liner or piston
here tV
b To measure the piston 071
diameter measure 18 mm 07 18mm
in above from the piston bot
tom at right angle to the
piston pin
Piston and cylinder clearance 00440070 rom
Standard piston diameter 8887288898 rom 34793500 in
3 Piston ring inspection
Check the piston ring for breaks seizure and wear and if any of
these conditions exist replace the ring
4 Inspecting clearance between piston ring and ring groove
Check the clearance between the piston ring and the ring groove
and if it exceeds the limit replace the limit 030 rom 00118 in
5 Inspecting piston ring end gap
a Position the piston ring into the bottom of the cylinder
liner
b Measure the piston ring end gap and if it exceeds the limit
replace the ring
Piston ring end gap limit
15 mm 0591 in
Be sure to position the piston
ring below the ring sliding
surface of the cylinder Rod
1 Visual inspection
Check the connecting rod for cracks or other damage and if
necessary replace it
twist th8tJle
2 Bend inspection
Using a connecting rod aligner
check the bend and twist of the
connecting rod and if
exceeding the limit repair it
with a press or replace it
Bend limit
005 mm 0002 in
per 100 mm 39 in
3 Inspecting clearance between
the piston pin and small end
bushing
Check the clearance between the 1
piston pin and the small end I
bushing and if it exceeds the 1
JJ2 10179
limi t replace the piston pin or small end bushing 1
Clearance
Standard 00120039 mm
L im it 0 05 mm 0 00 2 in
4 Small end bushing replacement
a Using a press press out
the bushing
b Align the oil passages of
the connecting rod and the
small end bushing press in the
bushing to the connecting rod
bore
c After a small end bushing
has been replaced ream the
bushing bore to obtain the spe
cified clearance between the
small end bushing and the
piston pin
5 Inspecting connecting rod side
play
Check the connecting rod side
play wi th the dial gauge and
if it exceeds the limit
replace the connecting rod and
play limit 040 rom 0016 in
6 Inspecting connecting rod bearing
Check the connecting rod bearing for peeling and thermal damage
If it is severe replace the Inspecting connecting rod
bearing clearance
Using the plastigauge measure
the oil clear ance of the con
necting rod bearing and if it
exceeds the limit replace the
connecting rod rod torque 7880 mkg 5658 ftlb
Oil 00120031 rom in
Limit 005 mm 0002 in
Visual inspection
a Check the crankshaft for cracks or other damage If
necessary replace the crankshaft
b Check for clogging of oil passages and if clogged remove
with compressed air or wire
2 Runout inspection t1IInkslmt runout
Check the cr ankshaft runout
and if it exceeds the limit
replace the limit 005 mm
00012 in
3 Inspecting crank pin and jour
Measure the diameter of each
cr ank pin and cr ankshaft main
journal and if the diameter is
less than the 1imi t ref inish
the crank pin and main journal
to size for the next undersize
bearing TIJ99mm
Crank pin standard diameter Wear limit
57112 57125 mm 005 mm
22485 22491 in 0002 in
Main journal standard diameter Wear limit
69812 69825 mm 005 mm
27485 27491 in 0002 in
Note
1 For the measurement on both crank pin and main journal
measure them at vertical and horizontal directions on front and
rear places
2 When refinishing the crankshaft finish nR portion as shown
in the figure
3 Refer to the table for refinishing dimensions of crankshaft
where undersize bearing is used
Undersize bearing Crank pin diameter
0254 mm 001 in 5686856871 mm in
0508 mm 002 in 5660456617 mm in
0762 mm 003 in 5635056363 mm in
Undersize bearing Main journal diameter
0254 mm 001 in 6955869571 mm in
0508 mm 002 in 6930469317 mm in
0762 mm 003 in 6905069063 mm in
4 Inspecting crankshaft end play
Check the end play of the crankshaft and if the end play exceeds
the limit replace the thrustwasher with 0178 mm 0007 in over
size
Standard 014 039 mm 00055 00153 in
End play limit 040 mm 00157 in
5 Inspecting main bearing
Check the main bear ing for peeling seizure or fusion and if
necessary replace the bearing
6 Inspecting main bearing
clearance
Using the p1astigauge measure
the oil clearance and if it
exceeds the limit replace the
main bearing
Main bearing cap
Tightening torque 110117 mkg 8085 ftlb
Oil clearance
Standard 00590090 mm in
Limit 012 mm 0005 Visual inspection
Check the camshaft for cracks and damage If necessary replace
the 46
2 Inspecting cam height
Measure the cam height and if
it is less than the limit
replace the camshaft
Cam height limit
42478 mm 16724 in
3 Inspecting camshaft journal
Check the camshaft journal and if wearing exceeds the limi t
replace the camshaft
Diameter of Journal Wear Limit
No 1 51910 51940 mm
20437 20449 in
No 2 51660 51690 rom
20339 20351 in 0008 mm
00003 in
No 3 51410 51440 rom
20240 20252 in
No 4 51160 51190 mm
20142 20154 in
4 Inspecting camshaft oil clearance
Check the oil clearance of camshaft by measuring the camshaft bore
in the cylinder block and camshaft journal diameter If the oil
clearance is more than the limit replace the camshaft or cylinder
block
Oil clearance limit 0145 rom 00057 in
5 Inspecting camshaft runout
Check the camshaft runout and if it exceeds the limit replace
the camshaft
Runout limit 008 mm 0003 in
6 Camshaft front bearing replacement
a Mount the camshaft assembly in a vise equipped with copper or
aluminum plate then remove the bolt 1 lock plate 2 cam
gear 3 thrust plate 4 bearing outer face 5 and key 6
b Using a press press out the bearing
c Check the removed parts for wear or other damage and replace
the parts as necessary
d Install the bearing onto the camshaft with a press
e Assemble the thrust plate and camshaft gear onto the
camshaft
Camshaft gear tightening torque 6495 mkg 4669 ftlb
7 Inspecting camshaft end play
Measure the end play of
camshaft with the thickness
gauge and if the end play is
more than the limit replace
the thrust plate
End play limit
03 rom 0012 in
Idler Gear and Idler Gear Spindle
1 Visual inspection
a Check the damage on bushing inner surface of idler gear and
the spindle sliding surface and if necessary replace the idler
gear or spindle
b Check the oil passage for clogging and if necessary clean
the passage with compressed air or wire
2 Inspecting clearance between
bushing and spindle
Check the clearance between the
idler gear bushing and the
spindle and if it exceeds the
limi t replace the idler gear
or spindle
Clearance
Standard 00340084 rom
Limit 015 rom 0004 Visual inspection
Check each gear tooth for cracks or other damage
2 Inspecting end play of idler
gear
Check the end play of the idler
gear and if it exceeds the
limit replace the thrust plate
or idler gear
Thrust plate idler gear
tightening torque
2332 mkg 166231 ftlb
Standard end play
015030 mm in
3 Inspecting backlash between gears
Check the backlash between each gear and if it exceeds the limit
replace the gears
Note Before inspecting the backlash check the end play of the
idler gear and clearance between the idler gear bushing and
spindle
Standard 010 017 mm 0004 0007 in
Backlash limit 030 mm 0012 in
Push Rod
1 Visual inspection
Check the push rod for damage on both ends If it is severe
replace it
2 Bend inspection
Check the push rod for bend
and if it exceeds the limit
replace it
Bend limit 019 mm 00075 in
Timing Gear Cover
1 Inspecting timing gear cover
Check the timing gear cover and oil seal for any damage If
necessary replace the cover or oil seal
2 Oil seal replacement
a To remove the oil seal
use the oil seal puller and
installer and pullout the oil
seal
b To install apply the
engine oil on the outer
periphery of the oil seal then
press in the oil seal with oil
seal puller and Oil Seal
1 Inspecting oil seal
Check the oil seal lip for wear or other damage and if necessary
replace it
2 Oil seal replacement
a Upon inspection finding
the existing seal worn or
frayed pick the old seal
halves out of their grooves and
thoroughly clean the half
IJPperseal
housings housing bolt
b Wi th halfhousing held in seBl nOrJsng
a softjawed vise and the seal cramp boft
recess uppermost settle one
inch 25 rom of the seal wick
at each end into the groove
Make certain that each end of
the seal projects 00100020
inches 025051 rom beyond
the joining faces of the two
piece housing
c Press the remainder of the seal wick into the groove starting
from the center and working outwards
d Using a suitable round bar roll and press the seal into
place in both To refit the assembly
a Thoroughly clean the butt joint between the b Lightly coat the butt joint faces with a liquid gasket com
pound similar to Dow Corning Silastic 732 RTV Lubricate the exposed diameter of the wick seals with graphite
grease
c Oil the crankshaft at the oil return groove Place the half
housings in position against the gasket and the engine block and
locate all the bolts into the block and bear ing cap face finger
tight only
d Tighten the clamping bolts to a temporary torque of 055
083 kgf m 4 6 lbf ft
e Tighten the bolts in the block and cap to a torque of
166 kgf m 12 lbf ft
f Finally tighten the clamping bolts to a torque of 166 kgf m
12 lbf ft
Oil Pump
1 Checking
Visually check the disassembled
parts and replace faulty parts
Check the sliding surface of
pump cover with special care
and replace the cover if the
surface has steps or excessive
streaks Minor steps and
streaks may be repaired by
rUbbing them with a compound on
a surface plate
2 Clearance between pump body and shaft
Measure the above clearance with a dial gauge and magnet base
Clearance limit 01 mm 00039 in
When the clearance exceeds the limit replace the pump drive shaft
inner rotor pump body and drive gear
3 Clearance between inner rotor
and outer rotor
Check the clearance between the
lobes of the rotors with a
feeler gauge If the clearance
exceeds the limit replace both
rotors
Clearance limit
03 rom 0012 in
4 Clearance between outer rotor and pump body
Check the clearance between the outer rotor and pump body with a
feeler gauge If the clearance exceeds the limit replace the
rotor or pump body
Clearance limit 03 mm 0012 in
5 Clear ance between rotor and
pump cover
Check the end float of the
rotors Place a straight edge
across the pump body and
measure the clearance between
the rotor and straight edge I
wi th a feeler gauge If the
clearance exceeds the limit
replace the dr i ve gear dr i ve
shaft inner rotor outer rotor
and pump body
Clearance limit
015 rnrn 0006 in
6 Free length of plunger spring
Check the relief valve for worn
plunger and fatigued spring
Spring free limit
40 rnrn 161 in the reverse order When installing the rotors
into the body be sure that the
tally marks on the rotors are posi
tioned toward the cover
Cover tightening torque
08 12 mkg
58 87 ftlb
in the reverse order of Remove the oil pressure sender OIPIZ
then install a mechanical oil 3kglcm2
pressure gauge instead of the Z400rpm
sender
2 After warming up engine set
the eng ine speed to 2400 RPM
then read the oil pressure
gauge
Oil pressure 35 kgcm 2 50 Ibin 2 or more at 2400 RPM
ENGINE the following Be careful not to mix bolts and nuts Metric and SAE bolts are
used on various engine During assembly recheck clearances and insure parts are being
assembled in their proper order and facing in the correct direc
tion in relation to the engine block eg pistons piston rings
bearings and bearing caps
C Apply 1ubr icating oil to moving parts dur ing assembly Insure
that moving parts when assembled on the engine rotate or slide
and are not subject to binding or excessive tension
D If there are mating marks scribed during disassembly reference
them correctly for assembly
E Use new gaskets lockwashers orings etc
F Tighten the bolts and nuts on important parts of engine to spe
cified torques using a reliable torque wrench
G Use liquid sealants when required on nuts bolts and gaskets
Refrain from using tape Install the valves in cylinder
head
Using the valve spring lifter
arm and pivot assemble the
valve lower spr ing seat oil
deflector inner valve spring
outer valve spring upper
spring seat and taper sleeve in
this order
spring washer
Note The oil deflector should irclip
be installed on the intake
valve only
2 Assemble the rocker arm shaft rocker shaft brackets and rocker
arms Note that the front end of the rocker shaft is identified
by a pin protruding from the top and a larger oil hole between the
supply holes serving 1 and 2 rocker arms This pin fits a slot
in the 1 rocker shaft support which prevents the shaft from
turning and cutting off the lube oil to the rocker arms and
valves
3 Assemble the connecting rod
piston and piston rings
a Arrange the piston and the
connecting rod as shown in the
figure and using the piston
pin installer insert the 3rd
piston pin through the piston
and connecting rod until the
piston pin circlips can be
fitted
b Fit the piston pin
circlips to their respective
grooves
c Install the piston rings to ring grooves on the piston wi th
the inscription mark on ring upward
4 Illstall the crankshaft
Note Do not apply oil to the backsides of main bearing shells
a Fit the main bearings on the cylinder block and the bearing
caps respectively Check that the oilways align perfectly wi th
those in the block
b Fit the thrustwashers to
the cylinder block so that the
oil grooves on face to crankshaft side
c Position the crankshaft to
the cylinder block being care
ful not to drop the thrust
washers as the crankshaft
settles into place
d Fit the thrustwasher to
the main bearing cap so that
the oil grooves on thrustwasher
face to crankshaft side Then
install the main bearing cap to
the cylinder block with arrow
mark of the main bearing cap
facing the crankshaft pulley
side
Main bearing cap tightening torque
110117 mkg 8085 ftlb
5 Install the rear oil seal Apply engine oil to oil seal lip
6 Install the piston and connecting rod assembly
a Place the piston rings so that the ring ends are properly
spaced around the circumference of the piston as shown
b Using a ring compressor fit the piston into the cylinder
in the position as is shown in Figure
c Install the caps to the
connecting rods ensuring that
the numbers on
the cap and connecting rod are
matched
Cap tightening torque
82 90 mkg
59 65 ftlb
7 Install the idler gear spindle Align the oil passages of the
idler gear spindle and cylinder block
8 Install the timing gear case Attach the straight edge on the
cylinder block then match the surfaces of the timing gear case
end and that of the cylinder block If the gasket protrudes from
the mating surface cut away the excess with a knife
9 Installation of the crankshaft
a Insert the tappet into the
cylinder block
b Insert the camshaft into
the cylinder block
c Install the camshaft
thrust plate
Thrust plate tightening torque
1624 mkg
116174 ftlb
10 Install each gear
a While aligning the timing mark of each gear install the
following gears on each position
1 Timing gear
2 Cam gear
3 Idler gear
4 Injection pump drive gear
b Install the idler gear thrust plate then tighten the nuts
Tightening torque 23 32 mkg 166 231 ftlb
c Tighten the camshaft gear attaching bolts
Tightening torque 64 95 mkg 45 51 ftlb
d Mount the injection pump on the gear case then tighten the
pump drive gear attaching nuts
Tightening torque 40 70 mkg 29 51 ftlb
e Install the oil deflector
on the Install the timing gear cover
a Install the bearing housing cover on the timing gear cover
b Install the injection pump drive gear cover on the timing
gear cover
c Install the timing gear cover and tighten the timing gear
cover attaching nuts and bolts after the crankshaft pulley has
been installed temporarily to center the seal
Timing gear cover tightening torque 1624 mkg
116174 ftlb
12 Install the crankshaft pulley then temporarily tighten the pulley
attaching bolt
13 Mount the oil pump Apply the sealing agent on set screw thread
and tighten the screw
14 position the oil pan gasket
a position the gasket ends
A on the gaskets B and e
b Apply the sealing agent on
mating surfaces of gasket and
that between the cylinder block
and the timing gear case
15 Install the oil pan
Tightening torque 160230 mkg 1217 Attach the backing plate
Tightening torque
3348 mkg
239347 Install the flywheel
a Install the flywheel onto
the rear end of the crankshaft
b Install the tabwasher
plate PN 31166 and the
flywheel bolts and torque the
bol ts Bend the tabwasher to
lock the bolts in place
Tightening torque 8085 ftIb
c Tighten the front crankshaft pulley bolt
Tightening torque 3540 mkg 253289 ftIb
18 Install the two tubular dowels adjacent to cylinders 1 and 4 if
they were removed earlier during disassembly position the gasket
on cylinder block Do not use any liquid seal or cement
19 position the cylinder head
20 Insert the pushrod Check if push rod is securely set in the tap
pet position the valve cap on the top of valve stem
22 Install the rocker arm assembly onto the cylinder head Remember
that the end of the rocker shaft having the pin occupying the slot
in 1 rocker support points toward the front fan pulley end of
the Tighten the cylinder head
bolts Tighten the cylinder
head bolts evenly in the
sequence shown in the figure
Tightening torque
118125 mkg
8590 ftlb
24 Adjust valve clearance
a Set the piston of No 1
cylinder at TDC of compression
stroke and adjust the valve
clearances on 1 2 3 and 6
valves
b Set the piston of No 4
cylinder at TDC of compression
stroke and adjust valve
clearances on 4 5 7 and 8
Note Valves are numbered
1 8 from front of engine
Valve clearance cold
Intake 30 mm 012 in
Exhaust 30 mm 012 in
AFTER THE ENGINE HAS BEEN REASSEMBLED WARM UP THE ENGINE AND
READJUST THE VALVE Install the thermostat and thermostat housing
26 Install the fresh water pump assembly
Tightening torque 1623 mkg 1217 ftlb
O205 5Zmm
t STDC
Adjust the injection Mount the oil filter bracket and oil filter Install new filter
Mount the front engine mounting bracket
Tightening torque 4668 mkg 3349 ftlb
30 Install the intake manifold
Tightening torque
1 624 mkg
116174 Mount the fuel filter Install the fuel inj ection nozzles and fuel over flow pipe Use
new sealing washers throughout in the same order as were the old
washers
Injection nozzle hold down nuts torque 1624 mkg
116174 ftlb
33 Install the glow plugs and connectors
Glow plug tightening torque 1015 mkg 72108 ftlb
34 Mount the rocker arm cover and crankcase vent hose
Rocker arm cover tightening torque 025040 mkg
1 829 ftlb
35 Connect the fuel line to the engine mounted fuel filter and the
line to the injection pump Use new sealing Connect the high pressure injector lines from the injection pump
to injectors Reinstall line clamp
Torque attaching nuts 2530 mkg 1822 ftlb
37 Install the Install the air intake Mount the engine heat exchanger and engine oil cooler on the
flywheel Install the alternator and drive belt Insure the belt is in
proper alignment with the fresh water circulating pump pulley and
crankshaft pulley Check tension
41 Install the raw water pump and drive belt Insure that it is in
proper alignment with the crankshaft pulley Check tension
42 Install oil and water senders
and switches See
Figure for Install starter motor
44 Install breaker panel and preheat Reinstall engine electrical harness
46 Mount complete exhaust tank to cylinder head
Torque mounting bolts 2733mkg 2024 ftIb
47 Install new hose connections and clamps for cooling system
48 Reinstall the marine transmission and fill with proper Fill the engine cooling system with antifreeze mixture and the
engine oil sump with lube oil API spec CC or better
The engine should be test run under load prior to reinstalling At
this time readjust the valve clearances on the hot engine
FRESH WATER CIRCULATING a Remove the pump pulley boss by using a support and press
b Remove the bearing shaft from the impeller and bearing
housing by using a support block and press
JoJ9r
c Remove the snap ring with snap ring pliers and press out the
water pump shaft from the the water pump in the reverse order of dissassembly taking
the following precautions
a Fill lithium grease lithium base NLGI No2 into the
following positions
Ball bearings
Approx 13 space between both ball bearings
Space between the ball bearing and water baffle plate
b Apply thinly engine oil to
press fit surface of water seal
and press the larger end into
the proper aperture of the pump
using a tubular mandrel
DO NOT ALLOW OIL OR GREASE TO
CONTAMINATE THE SURFACES OF THE
CERAMIC RING OR THE GRAPHITE
SMALL END OF THE SPRING
LOADED SEAL
c After the water pump has
been assembled check if the
pump shaft rotates 64
FUEL INJECTION PUMP
For the inspecting reassembling and internal adjusting
of the injection pump it is recommended that the pump be given to a
qualified injection service shop authorized to service Diesel only adjustment the servicing mechanic should make to the injec
tion pump is the adjustment for engine idle speed
1 Checking Idle Speed
a Warm up the engine
b Remove any specks on the crankshaft pulley with a clean cloth
and place a piece of sui table reflecting tape on the pulley to
facilitate use of a type tachometer
c Start and idle the engine
d Aim the light of the tachometer onto the reflecting tape to
confirm the engine speed
e Adjust the idle speed if the engine speed is not within the
specified value
Normal idle speed 600700 RPM
2 To adjust engine idle speed
loosen the lock nut 3 of the idle StJreIY
idle adjustment bolt and turn lJCKllttt
the bolt clockwise to increase
idle speed and counter
clockwise to reduce
Note Should engine RPM be in
question verify tachometer
readings as shown at the
instrument panel with a mecha
nical or strobe type tachometer
at the engine Inspecting and adjusting injection pump timing
a Remove the air assembly
b Remove the 4 high pressure injector lines that connect be
tween the injection pump and injectors
c Remove the bolt and gasket installed on the distributor head
of the injection pump
d Remove the valve rocker cover
e Rotate the crankshaft in normal direction of rotation use
front crankshaft pulley nut and place No 1 piston at TDC of its
compression stroke
Note To verify the rocker arms of No 4 cylinder should be
rocking one opening the other closing
f Remove the snap ring circlip from the end of the rocker shaft
at cylinder No 1 along with the retaining washer
g Loosen the rocker arm adjusting bolt so as to allow the arm
to be removed from the push rod and slide it off the rocker shaft
h Press down on the valve and spring assembly and note that the
valve is hitting the top of No 1 piston Then remove the cap
keepers and valve springs from the No 1 valve
Note Insure the valve moves freely in its guide Take care not
to drop keepers down push rod hole
i position a dial indicator
gauge on the valve stem and
with the front crankshaft
pulley nut rock the crankshaft
0205 52mm
BTDC
and clockwise
to locate exact TDC of the
compression stroke for No 1
piston and then zero the dial
indicator gauge to the valve
stem The gauge should be
able to measure up to 300 inch
of valve movement
j Turn the crankshaft until
the indicator shows the valve
drop to be at 264 inch This
is 30 degrees BTDC
k Install the measuring
device Diesel Kiki 578283520 in the bolt hole of the injection
pump distributor head Refer to step c Insure that the feeler
needle of the measur ing device is in contact with the plunger
inside of the pump Zero the measuring device scale
1 Turn the crankshaft in the direction of normal rotation until
the No 1 piston is at TDC by referencing the indicator on the
valve stem
m The measuring device indicator needle should move 1 00 rom
from the zero setting
Beginning of static injection
Cam lift 100 rom 00394 in
Note If the measuring device shows movement at the plunger to be
more or less than specified above the injection pump must be
adjusted to correct the movement
5 Adjusting the injection pump
a Disconnect the fuel supply and return line connections from
the pump
b Disconnect the support bracket at the back of the injection
pump as it attaches to the lube oil filter adapter
c Loosen the two injection pump hold down nuts that secure the
injection pump to the engine
d Rotate the injection pump either towards the engine or away
from the engine to adjust the measuring device indicator to show
10 rom of movement
e Secure the pump by tightening the two hold down nuts
f Remove the measuring device and replace the bolt and gasket
and reattach all fuel lines using new sealing washer
6 Installing injection pump
Install the injection pump in the reverse order of removal noting
the following points
a Tighten the lock nut of injection pump drive gear to the spe
cified torque
Tightening torque 4070mkg 2951 ftlb
b After the injection pump has been installed loosen the
overflow valve and bleed the air by operating the priming pump
FUEL INJECTORS
1 Removing fuel injectors
a Disconnect the high pressure lines from the injectors and
loosen the lines at their attachment to the injection pump and
move them out of the way of the inj ectors Avoid bending the
lines
b Remove the fuel return line in its entirety from the top of
the injectors Take care not to lose the two sealing washers and
banjo bolt that attaches the fuel return line to each injector
c Remove the two nuts and washers that hold the injector on the
cylinder head
d Lift the injector out of the cylinder head
Note Clean the area around the base of the inj ector pr ior to
lifting it out of the cylinder head to help prevent any rust or
debris from falling down into the injector hole If the injector
will not lift out easily and is held in by carbon build up or the
like work the injector side to side with the aid of an adjustable
or open end wrench to free it and then lift it out
e The injector seats in the cylinder head on a copper sealing
washer This washer should be removed wi th the inj ector and
replaced with a new washer when the injector is 67
2 Injection testing
a The injector should be tested on an injector pipe tester for
proper spray pattern and pressure setting
Injection start pressure 135140 kgcm 2
Ibin 2
3 Inspecting and adjusting nozzle injection starting pressure
Using the nozzle tester check the spray pattern and injection
starting pressure of nozzle and if it exceeds the limit adjust
or replace the nozzle
When using nozzle tester take the following The spray injected from the nozzle is of such velocity that it may
may penetrate deeply into the skin of fingers and hands
destroying tissue
If it enters the bloodstream it may cause blood poisoning
2 If the diesel fuel of the nozzle tester is stained replace it
At the same time clean or replace the filter
3 Set the nozzle tester in a clean place where there is no dust or
dirt
a Mount the nozzle and nozzle holder on the nozzle tester
b Operate the hand lever of nozzle tester several times to
bleed the air in the nozzle line then move the hand lever at
intervals of one stroke per second while reading the injection
starting pressure
Start to injection 135140 kgcm 2 19201990 Ibin 2
c If the injection starting pressure of the nozzle is not
within the limit loosen the cap nut on the nozzle holder insert
flat screwdriver through the bolt hole of cap nut then turn the
pressure adjusting screw to set the injection starting pressure to
200 kgcm 2 2844 Ibin 2 Then gradually decrease the pressure
until the injection starting pressure is 135 kgcm 2 1920 Ibin 2
d After the injection starting pressure has been adjusted hold
the pressure adjusting screw with flat screwdriver then tighten
the cap nut Then check the injection starting pressure again if
it does not change
3 Inspecting spray pattern
a Operate the hand lever of the nozzle tester at intervals of
one stroke per second to check if the fuel is injected correctly
in its axial direction
A nozzle is defective if it injects fuel in an oblique direction
or in several separate strips Also a spray in the form of par
ticles indicates a defect These defects may sometimes be caused
by clogging with dust and therefore all parts should be care
fully cleaned before reassembly Care should be taken not to
expose ones skin to this spray as it may penetrate the skin and
cause infection
b Apply the pressure of 115 kgcm 2 1635 Ibin 2 to nozzle by
operating the hand lever and check the drips from the nozzle tip
If it drips or has a large accumulation of fuel on the bottom it
is considered defective and should be replaced A very small
amount of fuel may sometimes remain on the tip of the nozzle
however this does not indicate a defect
c Operate the tester handle at intervals of 46 strokes per
second while checking if it injects uniformly If it does not
overhaul the nozzle or replace it
4 Disassembling and inspecting
a Clamp the nozzle holder in a vise then remove the cap nut
b Remove the pressure adjusting screw then pullout the upper
seat spring and the push rod
c Clamp the nozzle holder in a vise remove the nozzle nut then
pull the nozzle out
d Clean the disassembled parts with clean diesel fuel then
remove the carbon adhering on the nozzle
Note Do not use a metal tool to remove the carbon
e After cleaning check to see if the needle valve comes down
into the valve seat by its own weight when setting the nozzle body
upright position and inserting needle valve
f Check that there is no flaw or other damage on mating sur
faces and sliding surfaces of nozzle body and needle valve and if
present replace the nozzle assembly
5 Assembling
Assemble in the reverse order of disassembly noting the following
points
a To assemble the nozzle and nozzle holder first assemble the
pressure adjusting nut side and temporarily tighten the nut
Mount the nozzle and set the needle valve to proper position then
mount the nozzle nut
b After the nozzle and nozzle holder have been assembled check
the injection starting pressure and spray condition
Nozzle nut tightening torque 810 mkg 5872 ftlb
Cap nut tightening torque 45 mkg 2936 ftlb
6 Installing
Install the nozzle and nozzle holder assembly in the reverse order
of removal noting the following points
a When installing the nozzle and nozzle holder assembly use a
new copper washer
b Tighten the nozzle and nozzle holder assembly to the spe
cified torque Switch back and forth between the nuts do not
tighten one completely with the other loose
Tightening torque 1624 mkg 116174 INJECTION NOZZLE
1 Removing injection nozzle
Remove in the following order
a Fuel injection lines
b Fuel leak line attaching nuts
c Fuel leak line d Injection nozzles
e Copper washers
2 Removing nozzle holder
Remove in the following order
a Fuel leak line
b Injection lines c Attaching nuts and nozzle holders
d Gasket and dust seal
3 Components of injection nozzle
1 Bolt
2 Gasket
3 Nut
4 Gasket
5 Screw
6 Nozzle spring upper seat
7 Spring
8 Push rod
9 Connector
10 Washer
11 Body
12 Nozzle
13 Nut
INJECTOR TESTING
Test the injectors using diesel fuel at approximate temperature of
20C 68F
1 Injection starting pressure
a Set the injector on the injector pop
b Airbleed by pumping the injector pop tester handle several
times
c Slowly lower the injector pop tester handle and check the
value shown on the pressure gauge when injection is started
Injection start pressure 135140 kgcm 2
lbin 2
If the injection start pressure is not at the specified pressure
adjust it
Loosen the cap nut on the injector holder and adjust by turning
the pressure adjusting screw with a screwdriver
a Increase the injection starting pressure to about
200 kgcm 2 2844 lbin 2 once
b Gradually lower the injection starting pressure to the spe
cified pressure
c When the injection starting pressure has been adjusted keep
the pressure adjusting screw stationary with a screwdriver passed
through the cap nut bolt hole and tighten the cap nut to 45 mkg
8821102 lb
d Check the injection starting pressure again
2 Oil tightness of valve seat
Apply pressure 20 kgcm 2 lower than the specified injection
pressure and see if the fuel leaks from the nozzle injection
hole
If the fuel leaks it is necessary to disassemble wash and
recheck the injector nozzle or replace it
3 Atomizing condition
a Set the nozzle on the nozzle tester
b Air bleed by operating the nozzle tester handle several
times
c Keeping the pressure gauge of the nozzle tester in the non
functioning condition quickly lower the handle lower the handle
as quickly as possible so that a pulsating whistling sound can be
heard Repeat this operation several times and check the ato
mizing condition Avoid the spray
Make sure that the fuel is atomized uniformly and properly
Make sure that the injection angle and direction are normal
d If the atomizing condition is incorrect it is necessary to
disassemble wash and recheck the nozzle or to replace INJECTOR in the reverse order or Note After assembling the nozzle holder test it
Tighten the nozzle nut and cap nut to the specified torque
Specified torques
Nozzle nut 610 mkg 4372 ftlb
Cap nut 45 mkg 2936 ftlb
FUEL FILTER
1 Replacing fuel filter
a Remove the fuel filter cartridge with suitable wrench
b Apply some fuel to the Or ing on the new filter cartr idge
then tighten the filter cartridge fully by hand Do not use a
wrench
c Loosen the bleeder screw on filter body then bleed the air
by pushing the priming pump on top of the filter housing
YOUR NOTES
OTHER OVERHAUL
CONTENTS SECTION PAGE
MARINE ENGINE ELECTRICAL SYSTEM Q
Activation by Keyswitch 1980onwards 74
COOLING SYSTEM EXTERNAL S
Type HBW Short Profile Sailing Gear 84
Type BW Transrnission 93
Warner Hydraulic 94
Paragon Hydraulic 99
SECTION Q
MARINE ENGINE ELECTRICAL SYSTEM
ACTIVATON BY system is supplied on most Westerbeke engines 1980 Essentially activation of the circuit is accomplished by
the ignition position of the keyswi tch No oil pressure switch is
required The engine is preheated by turning the keyswitch to the
ON position then depressing the key The engine is cranked by
turning the keyswitch to the rightmost momentary is maintained to the instruments fuel solenoid or fuel lift
pump if supplied and to other electrical devices via the ON position
of the which have a fuel solenoid may be turned off via the with mechanical fuel lift pumps or no fuel solenoid are stopped
by pulling a stop cable Some models have a control
The circuit is protected by a circuit breaker located on the engine
Any time excessive current flows the circuit breaker will trip This
is a manual reset breaker which must be reset before the engine will
operate electrically The builderowner must ensure that the instrument panel
wiring and engine are installed so that electrical devices cannot come
in contact with sea water
The latest information regarding your engines electr ical system is
included on the wiring diagram shipped with the engine Be sure to
study this wiring diagram and all notes thereon
SECTION Q
ACTIVATION BY KEYSWITCH
SCHEMATIC DIAGRAM
WIRI NG DIAGRAM
SEE NOTE
W SENDER
oUEL 50 W ONLY
PREHEAT SO
SEtNOTE
USfD
YOUR NOTES
SECTION R
COOLING SYSTEM EXTERNAL
1 marine diesel engines are equipped with fresh Transfer of heat from engine fresh water to sea water by a heat exchanger similar in function
to an Sea water flows through the tubes of the heat fresh water flows around the tubes The sea water and fresh
water never mix with the result that the cooling water passages in the
engine stay clean
2 FRESH WATER CIRCUIT
Heat rejected during combustion as well as heat developed by fric
tion is absorbed by the fresh water whose flow is created by a fresh
water circulating pump The fresh water flows from the engine through
a fresh water cooled exhaust manifold a heat exchanger in most cases
an oil cooler and returns to the suction side of the fresh water cir
culating pump The flow is not necessarily in this order in every
model When starting a cold engine most of the external flow to the
heat exchanger is prevented by the closed thermostat Some amount of
bypass is maintained to prevent overheating in the exhaust manifold
As the engine warms up the thermostat begins to open up allowing full
flow of engine fresh water through the external cooling system
3 SEA WATER CIRCUIT
The sea water flow is created by a positive displacement pump gear pump in certain special cases Normally the pump
draws sea water directly from the ocean via the sea cock and sea Sometimes a transmission oil cooler or perhaps a Vdrive
will be piped on the suction side of the sea water pump Generally
it is better to have as few devices on the suction side of the sea
water pump as possible to preclude priming difficulties Usually sea
water flows directly from the discharge of the sea water pump to the
heat exchanger sea water inlet After passing through the tubes of
the heat exchanger the sea water may enter a transmission oil cooler
if present and if sea water cooled Ultimately the sea water enters
a water injected wet exhaust system the most popular type of in use In the case of larger engines the sea water flow is
divided prior to entering the exhaust systems so that a portion is
used to cool the exhaust system Full sea water flow would exhaust back pressure
4 SEA WATER PUMP
The sea water pump is self prmng and positive displacement It is a
rotary pump with a nonferrous housing and a neoprene impeller The
impeller has flexible vanes which wipe against a curved cam plate
wi thin the impeller housing producing the pumping action On no
account should this pump be run dry There should always be a and impeller cover gasket aboard
5 SEA WATER PUMP IMPELLER following instructions are general and indicative only where applicable may be packaged with your Remove the front
cover gasket taking care to salvage the gasket
b Remove the impeller by pulling straight outwards parallel to the
pump shaft This is best done with a pair of pliers applied to
the impeller hub
c Coat the replacement impeller and the chamber into which it mounts
with grease
d Carefully align the impeller key way or other locking mechanism
wi th the shaft Take care that all the impeller blades bend in
the same direction and trailing
e Inspect the front cover for wear A worn front cover should ulti
mately be replaced Sometimes it can be reversed as an emergency
measure but not when stamped markings would break the seal be
tween the cover and the impeller blades
f Reinstall the end cover with a new gasket
g Be doubly sure to check quickly for sea water flow when starting
the engine The absence of flow indicates that the pump may not
be priming itself properly This situation must be investigated
immediately or damage to the new impeller will result from
ENGINE FRESH WATER
It is preferable to fill your engine with a 50 mix
ture This precludes the necessity of draining coolant in the winter
Since most antifreezes contain preservative agents of one kind or
another rusting within the engine is minimized Also the boils at a higher temperature than water giving head room
When draining the engine open the pressure cap first to relieve the
vacuum created by draining
7 FILLING THE FRESH WATER SYSTEM
It is very important to completely fill the fresh water system the engine It is normal for air to become trapped in
var ious passages so all high points must be opened to atmosphere to
bleed entrapped air When an engine is started after filling with
coolant the system may look deceptively full until the At this time when water flows through the external for the first time pockets of air can be
exposed and rise to
the fill point Be sure to add coolant at this time
8 ally thermostats are of two types One is simply a which opens and closes as the engine temperature rises and
falls The second type has a bypass mechanism Usually this is a
disc on the bottom of the thermostat which moves downward to close off
an internal bypass passage wi thin the head Both types of from 1980 onwards have a hole punched through them to serve
as a bypass while the engine is warming up This in the exhaust manifold during engine thermostats must be equal in this design
replacing a thermostat be sure that it is rotated so as to not
strike the thermostat housing projections inside the head tem
perature senders or temperature switches which may be installed close
to the thermostat Also insure the bypass hole is not blocked by any
part of the housing
A thermostat can be checked for proper operation by placing it in a
pan of cold water and then raising the temperature of the water to a
boil The thermostat should open noticeably with travel on the order
of 14 12 and be fully opened when the water is boiling
9 ENGINE LUBE OIL COOLER
Lubr icating oil carr ies heat away from the engine bear ings and surfaces The oil circulates from the lube oil pump through
the engine through the engine oil cooler and back to the oil pump
The oil cooler may be cooled either by engine fresh water or by TRANSMISSION OIL transmissions require oil cooling In these cases
oil cooler is usually cooled by sea sea water enters this cooler after exiting the but not always
11 EXHAUST MANIFOLD EXTRUDED of the exhaust manifold from the engine should be done as a
complete assembly in the following manner
a Drain the engine and cooling system of all coolant
b Remove the exhaust Loosen and remove all hose connections to the manifold
d Loosen and remove the nuts or bolts attaching the manifold
assembly to the cylinder head
e Remove the manifold from the cylinder head as a complete Remove the exhaust elbows from the lower surface of the manifold
Clean and inspect for cracks and defects Replace as needed
b Remove exhaust nipples elbows and plugs from the manifold
c Remove water connectors from the ends of the manifold and the end
plates Be sure to note the proper location and arrangement of
each for proper Examine all parts for defects corrosion and wear and replace as
needed
If the manifold was removed as an assembly and left intact it can
be replaced on the cylinder head in the reverse order of removal
Do not reuse the gaskets install new ones and torque the bolts or
nuts to the proper specification 1012 lbft
b If the manifold has been disassembled follow the steps below
1 Loosely attach the elbows to the cylinder head and the mani
fold using new gaskets Do not use any gasket sealant
2 Gradually tighten each fitting to make sure of proper align
ment of all the parts This should be done in three steps
Torque to 1012 lbft
3 Reassemble the end plates connectors on the manifold Be
sure to use new gaskets and coat the gasket surfaces with a
suitable gasket cement such as High Tack Torque the nuts
to 810 lbft
4 Reinstall the exhaust connections and plug into the manifold
using on the threads
5 Reconnect all hoses replacing them as needed
6 Refill the system with coolant as detailed above
7 Pressure test system and check for leaks
TWO PASS Drawing is indicative only Specific models may vary in detail
ENGINE
NGIKEOlL
81l WATER
SINGLE PASS Drawing is indicative only Specific models may vary in detail
ENGINGOIl
IVArE
YOUR NOTES
SECTION 83
HBW SHORT PROFILE SAILING BRIEF Type HBW Short Profile Sailing Gears are equipped with a positive
ly driven mechanically operated helical gearing system The multipledisc clutch requires only minimum effort for gear
chang ing making the transmission sui table for singlelever via a rod linkage Morse or Bowden cable
The torque transmission capacity of the clutch is exactly rated pre
venting shock loads from exceeding a predetermined value and thus
ensuring maximum protection of the engine
The transmission units are characterized by low weight and small
overall dimensions The gearbox castings are made of a aluminum alloy chromized for improved sea and optimum adhesion of paint
The transmissions are Maintenance is restricted
to oil level checks see AIR VENT HOLE
2 GEAR CAS ING
The rotating parts of the HBW transmission are accomodated in an oil
tight casing divided into two halves in the plane of the Amply dimensioned cooling ribs ensure good heat dissipation rigidity
An oil filler screw with dipstick and an oil drain plug are screwed
into the gear casing The filler screw is provided with a shaft for actuating the multipledisc clutch extends through a
cover on the side of the gear casing
3 GEAR SETS
The transmission is equipped with shaved casehardened helical gears
made of forged lowcarbon alloy steel The multispline driving the transmission with the engine is hardened as well
The driven shaft propeller side of the transmission is fitted with a
forged coupling flange except on the Vdrive model
4 MULTIPLEDISC CLUTCH INCLUDING OPERATION POWER TRAIN
The engine torque is applied to the input shaft 36 in the of rotation and IN SHIFTING POSITION A forward via
gear 44 the frictionally engaged clutch discs 51 and 52 to the
external disc carr ier 57 and from there via the guide sleeve 59
to the output shaft 66
IN SHIFTING POSITION B reverse the torque is transmitted from the
input shaft 36 via intermediate gear 26 gear 65 clutch
discs 51 and 52 to the external disc carrier 57 the guide
sleeve 59 and the output shaft 66
FUNCTION
The transmission uses a positively driven mechanically clutch system mounted on the output shaft
The thrust force required for obtaining positive frictional the clutch discs is provided by a servo system This essen
tially comprises a number of balls which by the rotary movement of
the external disc carrier are urged against inclined surfaces pro
vided in pockets between the guide sleeve and the external disc
carrier and in this manner exert axial pressure The thrust force
and as a result the transmittable friction torque are thus to the input torque applied Due to the cup springs 48 sup
porting the clutch disc stack and a limitation of the range of axial
travel of the external disc carrier 57 the thrust force cannot
exceed a predetermined value
The actuating sleeve 60 is held in the middle position by pins To initiate the shifting operation the 60 need merely be displaced axially by a
shifting fork until
the arresting force has been overcome Then the actuating sleeve 60
is moved automatically by the springloaded pins while the external
disc carrier which follows this movement is rotated by the fric
tional forces exerted by the clutch discs and the shifting operation
is completed as described above
5 SHAFT BEARINGS
Both the input and the output shafts are carried in amply roll intermediate gear and the movable gears are carr ied in sturdy
needle roller SHAFT sealing of the input and output shafts is provided by rings The running surface on the shafts is transmissions are
The bearings supplied with splash oil and oil DELIVERY CONDITION
For safety reasons the gearbox is NOT filled with oil for shipment
The actuating lever is mounted on the actuating leaving the factory each transmission is subjected to a test
run with the prescr ibed ATF oil The residual oil remaining in the
after draining acts as a preservative and protection against corrosion for at least 1 year if the units
are properly stored
2 PAINTING THE COVER THE RUNNING SURFACES AND SEALING LIPS OF THE RINGS ON BOTH SHAFTS BEFORE PAINTING Make certain that the
breather hole on the oil filler screw is not closed by the plates should remain clearly legible
3 CONNECTION OF GEARBOX WITH ENGINE
A damping plate between the engine and the to compensate for minor alignment errors and to protect the input
shaft from external forces and loads Radial play should be at least
05 nun
4 SUSPENSION OF ASSEMBLY IN THE BOAT
To protect the gearbox from detrimental stresses and loads be made for elastic suspension of the assembly
in the boat or craft
The oil drain plug of the gearbox should be conveniently POSITION OF GEARBOX IN THE BOAT
The inclination of the gearbox unit in the direction of the shafts
should not permanently exceed an angle of 20 degrees 15 degrees for
the Vdrive model See gearbox can also be mounted wi th the output shaft in the Interchange the oil dipstick and the oil drain plug in
88
6 OPERATION OF GEARBOX
Gear changing requires only minimum effort The gearbox is suitable
for single lever remote control Upon loosening the retaining screw
the actuating lever see illustration can be moved to any for the control elements cable or rod linkage Make cer
tain that the lever does not contact the actuating lever cover
plate 9 the minimum distance between lever and cover should be
05 mm
The control cable or rod should be arranged at right angles to the
actuating lever in the neutral position of the lever
A larger amount of lever travel is in no way if the lever travel is shorter proper gear engagement might
be impeded which in turn would mean premature wear excessive and resulting damage
o Minimum shifting movement
35 35 for Bowden cable
Clamping screw to be
tightened to torque
of 18 Nm
Oil dipstick and Oil drain
oil filler screw
17 mm width across flats
Min distance of
actuating lever 05 mm
The position of the cover plate underneath the actuating lever to ensure equal lever travel from neutral position to
A and B Therefore do not loosen the capscrews mounting installing the gearbox make certain that shifting is not impeded
eg by restricted movability of the cable or rod linkage by
unsuitably positioned guide sheaves too small bending radius etc
7 should be taken that the compartment is INITIAL the gearbox with automatic transmission fluid The oil level
should be the index mark on the dipstick see Do not screw in for
oil level checks
Casing surface
Dipstick
Correct readings up to
Oil level
200 inclination in
direction of shafts
150 for HBW150 V
ATF Type A
To check the oil level just insert the dipstick DO NOT SCREW IN
Retighten the hex screw with the dipstick after the oil level check
Do not omit the oring seal
2 OPERATING maximum permissible temperature of the transmission oil is 130C
I f this temperature is to be exceeded an optional oil cooler OPERATION OF GEARBOX
The zero position of the operating lever on the control console must
coincide with the zero position of the actuating lever on Shifting is initiated by a cable or rod linkage via the
actuating lever and an actuating cam The completion of the gear
changing operation is changing should be smooth not too slow and continuous Direct changes from forward to reverse are since the multipledisc
clutch permits gear changing at high
RPM including sudden reversing at top speeds in the event of danger
4 OPERATION WITHOUT of the propeller without load eg while the boat is
sailing being towed or anchored in a river as well as idling of the
engine with the propeller stopped will have no detrimental effects on
the of the propeller shaft by an additional brake is not locking is possible by engaging the reverse gear Do not sail
while engaged in forward
5 LAYUP PERIODS
If the transmission is not used for periods of more than 1 year it
should be COMPLETELY filled wi th oil of the same grade to Protect the input shaft and the output flange by means of
an anticorrosive coating if required
6 PREPARATION FOR REUSE
Drain the transmission of all oil and refill to the proper level with
the prescribed TRANSMISSION OIL
To ensure troublefree operation of the clutch use only fluid ATF
Under no circumstances should the oil contain any additives such as
molybdenum sulphite
We recommend commercial Automatic Transmission Fluid ATF Type A or
Dexron II
2 OIL QUANTITY
HBW 5 approximately 04 liter
HBW 10 approximately 06 liter
HBW 20 approximately 08 liter
HBW 50 approximately 03 liter
HBW 100 approximately 035 liter
HBW 150 approximately 055 liter
HBW l50V approximately 10 liter
HBW 220 approximately 075 liter
Use the index mark on the dipstick as a OIL LEVEL CHECKS
Check the oil level in the transmission daily Correct oil level is
the index mark on the dipstick see item 1 under OPERATION Always
use the same oil grade when topping up
4 OIL the oil for the first time after about 25 hours of at intervals of at least onceaper year
5 CHECKING THE CABLE OR ROD LINKAGE
The cable or rod linkage should be checked at shorter time the zero position of the operating lever on the and of the actuating lever on the gearbox
on this occasion
The minimum lever travel from the neutral position to the A OB should be 35 mm for the outer and 30 mm for the
inner pivot point Make certain that these minimum values are Check the cable or rod linkage for easy movability see
item 6 under of the transmission in the field is not recommended If
an overhaul or repair is needed the work should be done by Westerbeke
or an authorized Westerbeke service center
BW BW3 BW7 BW12
These manual transmissions rotate opposite to the engine when in for
ward gear Shifting effort is very low The input power on the BW3
is transmitted to the output shaft by helical spur gears when in for
ward In reverse this task is taken over by a high performance roller
chain The unit also incorporates a servo conetype clutch The BW7
and BW12 transmit their power with casehardened helical gears and in
reverse there is an intermediate gear The reversing process on these
is carried out by a servo double disc Fill the transmission with 20 to 40 SAE weight engine oil the
same as is used in the engine
2 Oil capacity
BW3 approximately 035 liter
BW7 approximately 10 liter
BW12 approximately 10 liter
3 Check the oil level daily with the engine stopped The level must
be between the upper and lower dipstick marks when the dipstick is
completely into the housing
4 Change the oil initially after the first 30 hours thereafter
every 250 hours once per year minimum The BW7 and BW12 have a
drain plug for oil removal Oil may also be removed by suction
through the dipstick tube where oil is added
5 Operating oil temperature must not exceed l20C Normal shifting should be done below 1500 RPM
2 The BW3 may be locked in reverse when sailing or freewheeled in
neutral
3 The BW7 and BW12 may be locked in either forward or reverse when
sailing or freewheeled in Never loosen the shift lever cover screws except in the course of
qualified servicing as this upsets a critical Disassembly of the transmission in the field is not recommended
If an overhaul or repair is needed the work should be done by
Westerbeke or an authorized Westerbeke service cneter
WARNER engines are also furnished wi th Warner hydraulic direct
drive and reduction gear direct drive transmission consists of a planetary gear set a for
ward clutch a reverse clutch an oil pump and a pressure regulator
and rotary control valve All of these are contained in a cast iron
housing along with necessary shafts and connectors to provide for
ward reverse and neutral operation A direct drive ratio is used for
all forward operation In reverse the speed of the output shaft is
equal to the input shaft speed but in the opposite gear ing is used to provide quieter operation that can be
obtained with spur gearing
Oil pressure is provided by the crescent type pump the drive gear of
which is keyed to the drive shaft and operates at transmission input
speed to provide screened oil to the pressure the regulator valve the oil is directed through the proper cir
cui ts to the bushings and antifr iction bear ings requir ing lubr ica
tion A flow of lubricant is present at the required parts whenever
the front pump is turning and it should be noted that supply is posi
tive in forward neutral and reverse unit has seals to prevent the escape of oil
Both the input and output shafts are coaxial with the input shaft
splined for the installation of a drive damper and the output with a flange for connecting to the propeller shaft
2 CONTROL LEVER POSITION
The posi tion of the control lever on transmission when in be shifted to the point where it covers the letter F on the
case casting and is located in its proper position by the poppet
ball The Warranty is cancelled if the shift lever poppet spr ing
andor ball is permanently removed or if the the control lever is
changed in any manner or repositioned or if linkage between and transmission shift lever does not have sufficient travel
in both directions This does not apply to transmissions equipped
with Warner Gear electrical shift control
3 properties of the oil used in the transmission are to the proper function of the hydraulic system Therefore
it is extremely important that the recommended oil fluid ATF Type A be used
NOTE Be sure the cooler is proper ly installed and the tr oil before cranking or starting the engine
4 CHECKING OIL LEVEL
The oil level should be maintained at the full mark on the oil level prior to starting engine
5 FILLING AND CHECKING THE HYDRAULIC SYSTEM
Check daily before starting engine The hydraulic circui t includes
the transmission oil cooler cooler lines and any gauge lines con
nected to the circuit The complete hydraulic circuit must be filled
when filling the transmission and this requires purging the system of
air before the oil level check can be made The air will be purged
from the system if the oil level is maintained above the pump while the engine is running at approximately 1500 RPM The
presence of air bubbles on the dipstick indicates that the system has
not been purged of air
New applications or a problem installation should be checked to insure
that the oil does not drain back into the transmission from the cooler
and cooler lines Check the oil level for this drain back check after the engine has been shut off and again after the
engine has been stopped for more than one hour overnight A noticeable increase in the oil level after this indicates that the oil is
draining from the cooler and cooler
lines The external plumbing should be changed to prevent any STARTING ENGINE
Place transmission selector in neutral before starting engine Shifts
from any selector position to any other selector position may be made
at any time and in any order if the engine speed is below 1000 RPM
however it is recommended that all shifts be made at the engine speed
7 NEUTRAL
Move the shift lever to the center position where the spr enters the chamfered hole in the side of the shift lever and pro
perly locates lever in neutral position Wi th shift lever so posi
tioned flow of oil to clutches is blocked at the control valve The
clutches are exhausted by a portion of the valve and of power transmission is insured
8 FORWARD
Move the shift lever to the extreme forward position where the ball enters the chamfered hole in the side of the shift lever
and properly locates lever in forward position
9 REVERSE
Move transmission shift lever to the extreme rearward position where
the springloaded ball enters the chamfered hole in the side of the
shift lever and properly locates it in the reverse sail with the propeller turning or at trolling speeds with one
of two engines shut down the design of the gear maintains and COOLING passages inside of the cooler will sometimes become clogged and
this will reduce cooling capacity and cause overpressur ing Back
flushing of the cooler will sometimes help to flush the foreign
mater iol from the cooler passages The cooler and hose should be
thoroughly flushed or replaced in the event a failure has particles from the failure tend to collect in the case of the
cooler and gradually flow back into the lube system Replace oil
cooler to prevent contamination of the new hoses may collapse and reduce or completely shut off all flow to
the cooler Collapsed hoses are usually caused by aging of the hoses
or improper hose installation Hose installation should be made with
no sharp bends Hoses should be routed so there is no possibility for
engine shifting to causes hoses to pull loose or become pinched A
visual inspection of hoses while under way will sometimes allow detec
tion of faulty or complete loss of water flow can be caused by a faulty
water pump A rubber water pump impeller will sometimes fail and
after such a failure the cooler passages may be restricted by the par
ticles of rubber from the failed impeller Water pump cavitation may
be caused by improper or faulty plumbing or an air leak on the inlet
side of the pump The water pump may not prime itself or may lose its
prime when inlet plumbing is not properly is possible for cross leaks to occur inside the cooler to flow into the water or water flow into the oil
ROUTINE CHECKS AND CHECKS
1 PROPELLER AND OUTPUT SHAFT ALIGNMENT This check should also be
made anytime the propeller strikes a heavy object and after any acci
dent where the boat is stopped suddenly Shaft alignment should also
be checked after the boat has been lifted by a hoist or moved on a
trailer
2 SHIFT LEVER POSITIONING The selector controls must position the
shift lever exactly in F Nand R selection positions with the ball
poppet centered in the shift lever hole for each position
3 BOLT TORQUE Check all bolts for tightness
4 COOLER CONNECTIONS Check water lines oil lines and leakage Make sure lines are securely fastened to CHANGING OIL A seasonal oil change is
recommended in Work boats require more frequent changes Change oil anytime
the oil becomes contaminated changes color or becomes TRANSMISSION FLUID Automatic transmission fluids are use in all CHECKS
1 Check transmission oil level
2 Check for any signs of oil leakage in the bellhousing at gasket
sealing surfaces or at the output shaft oil seal
3 A quick visual check of the general condition of the equipment may
cause faulty equipment to be detected
4 Listen for any unusual noises and investigate to determine the
cause of any such STORAGE
1 Drain water from transmission oil cooler This will prevent
freezing in cooler climates and prevent harmful deposits from
CHECKS
1 Check coupling alignment each time a transmission is replaced in
the boat
2 Check shift linkage adjustment to insure that the transmission
shift lever is positioned so that the spr ing loaded ball enters
the chamfered hole in the side of the shift lever
3 Connect an oil cooler into the cooler circuit before cranking or
starting the engine Various cooler circuits have been used and
the correct cooler connections should be found from service
literature prior to making the cooler Use a cooler of sufficient size to insure proper cooling
5 Check engine rotation and transmission pump setting and the pro
peller rotation prior to assembling the transmission to engine
6 Check oil pressure and temperature when transmission function
indicates that a problem exists
7 Use the recommended fluid for filling the Fill the transmission prior to starting the engine
9 Check oil level immediately after the engine has been shut off
10 Use a clean container for handling transmission fluid
11 Replace cooler line after a transmission failure prior to
installing a new or rebuilt Check fluid level at operating 98
PARAGON installation instructions below are for use when the has been removed for servicing and must be when the transmission unit is to be
adapted as nonoriginal equip
ment to a marine engine
It is important that the engine and transmission rotations are
matched The direction of rotation of an engine is defined in this
manual as the direction of rotation of the engine crankshaft as viewed
from the output end of the transmission A clockwise rotation of the
engine is a right hand rotation and a rotation of
the engine is a left hand rotation
A letter R or L appearing on the transmission serial number whether the transmission is for use wi th a right or left
hand rotating engine
The hydraulic transmission is attached to the engine in the Insert two 312 studs in opposite transmission mounting holes in
the flywheel housing
B Place the transmission against the studs so that the studs go
through two of the matching holes in the transmission housing
flange
C Slide the transmission along the studs toward the engine so that
the spline on the shaft at the front of the transmission enters
the matching splined hole in the engine vibration dampener
D Install and tighten four bolts with lockwashers through the
transmission housing flange into the flywheel housing Remove the
312 studs Install and tighten the two remaining bolts with
lockwashers through the transmission housing flange
The transmission and propeller shaft coupling must be before the propeller shaft is connected to the order to avoid vibration and consequent damage
to the and boat hull during operation To align the coupling move
the propeller shaft with attached coupling flange toward so that the faces of the propeller shaft coupling flange
and transmission shaft coupling flange are in contact The faces should be in contact throughout their entire The total runout or gap between
the faces should not exceed
002 at any point If the runout exceeds 002 reposition the
engine and attached transmission by loosening the engine support bolts
and adding or removing shims to raise or lower either end of the
engine If necessary move the engine sideways to adjust the runout
or to align the coupling flange faces laterally Tighten the engine
support bolts and recheck the alignment of the coupling before bolting
the coupling flanges together Connect the coupling flanges with
bolts lockwashers and nuts
Connect the oil cooler lines to the the shift control cable from the cockpit control station to
the transmission control valve lever Place the transmission control
valve lever in the neutral position and adjust the shaft control cable
length until the cockpit control station hand lever is in the Move the cockpit control hand lever to forward and several times while observing the
transmission control valve
lever motion The transmission control valve lever should move fully
into forward or reverse position when the hand lever is moved into
forward or reverse position and should return exactly to the when the hand lever is in the neutral the oil dipstick and fill the transmission with
Type fluid to the mark on the dipstick Replace the dipstick
in the transmission housing
2 OF OPERATION The transmission forward and reverse drives
are operated by transmission oil under pressure An internal gear
type oil pump delivers the transmission oil under pressure to the
external oil cooler The transmission oil is returned still to the oil distribution tube and relief valve The relief
valve maintains the oil pressure by remaining closed until the oil
pressure reaches 60 PSI When the control lever is shifted to the
forward position oil under pressure is delivered to the multiple disc
clutch piston which moves to clamp the clutch discs and gear case together The discs and case then revolve as a
solid coupling in the direction of engine rotation The reverse drive
is engaged by shifting the control lever to the reverse position so
that oil under pressure is delivered to the reverse piston The
reverse piston moves to clamp the reverse band around the case preventing the planetary gear case from moving but allowing
the planetary gears to revolve to drive the output or propeller shaft
in a direction opposi te to the rotation of the engine Wi th the
control lever in the neutral position pressurized oil is enter ing the clutch piston or reverse band piston and the pro
peller shaft remains Always start the engine with the tranmission in NEUTRAL to avoid
moving the boat suddenly forward or back
B When the engine is first started allow it to idle for a few
moments Stop the engine and check the transmission oil level
Add oil if necessary to bring the oil level up to the mark on the
transmission dipstick
NOTE ON SUBSEQUENT STARTUPS THE TRANSMISSION OIL LEVEL
MAY BE CHECKED BEFORE RUNNING THE ENGINE WHEN ENGINE OIL IS
CHECKED
C Start the engine again with the transmission in NEUTRAL and
allow the engine to warm up to operating temperature
D Shift the transmission into FORWARD or REVERSE as desired If the
engine should stall when the transmission is shifted to FORWARD or
REVERSE place the transmission in neutral before restarting the
engine
It is recommended that shifting be done at speeds below 1000 RPM
and preferable in the 800 RPM or idle engine range to prolong the
life of the engine transmission and boat EMERGENCY shifts may
be made at higher engine speeds but this is not a recommended
practice
3 MAINTENANCE
LUBRICATION The transmissions are units independent
of the engine lubricating systems The units are lubricated by
pressure and by splash from its own oil The type of oil recommended
is Transmission Fluid Type A commonly used for automatic
transmissions in automobiles
The quantity of oil depends upon the angle of installation as well as
the reduction model The level must be maintained at the mark on the
dipstick and should be checked periodically to ensure satisfactory
operation
When filling for the first time or refilling after an oil change
check the level after running for a few minutes to make certain that
the oil cooler and the various passages are full If necessary
refill to the mark on the dipstick to ensure proper operation of the
transmission The transmission oil level should be checked each time
the engine oil level is checked before running the engine
The oil in the transmission should be changed every 100 hours or each
season under normal conditions However the number of hours that can
be run between oil changes varies with the operating conditions
Drain plugs are located at the bottom of the reverse gear housing and
the reduction gear housing
ADJUSTMENTS No adjustment is necessary for the FORWARD drive
multiple disc clutches and the reverse band is to com
pensate for lining wear so that no external reverse band adjustment
is 101
Trouble Shooting Chart
PROBLEM POSSIBLE CAUSES AND METHODS OF INOPERATIVE
Drive Shaft does not operate
with selector valve in forward 1 Low on Pressure a Low oil supply Add oil refer to
or reverse b Faulty oil gauge
Replace gauge
on gauge slow to register air or
obstruction in on gauge line Clean
and bleed oil gauge line
c Plugged oil lines or passages
Clean lines or passages
d Oil pressure relief valve scored
and sticking Remove relief valve
Clean valve and valve bore in
control valve housing with crocus
cloth to free valve or replace
e Defective pistons and oil distributor
seal rings Replace seal rings
f Defective oil pump Check for wear
and replace if necessary
2 High Oil Temperature a Low oil supply Add oil refer to
b Low water level in cooling system
Add ater and check for leaks
c Plugged raw water inlet screen
Clean screen
d Collapsed or disintegrated water
inlet hose Replace hose
e Air leak in cooling water suction
line Replace suction line
f Raw water pump impeller worn or
damaged Replace impeller
g Clogged or dirty oil cooler element
Remove and clean
3 Reverse Band not
engaging Planetary a Reverse band lining worn out
Gear Cage Replace lining
b Defective reverse piston 0 ring
Replace 0 ring
4 Failure of Planetary Remove gear case assembly and check
Assembly for defective or damaged parts Replace
defective or damaged parts
5 Failure of Reduction Remove reduction gear assembly and
Gear check for defective or damaged parts
Replace defective or damaged parts
PROBLEM POSSIBLE CAUSES AlIiD METHODS OF DRAGGING
Drive Shaft rotates either
forward or reverse with Forward clutch plates warped and
Selector Valve in neutral 1 Defective forward sticking Remove clutch plates and
position Clutch Plates replace
2 Defective forward Forward clutch piston release spring
Clutch Piston Release broken or weak Replace spring
SpriIig
3 Binding in Planetary a Bearings and gears worn excessively
Assembly in gear case Replace necessary
parts
b Input shaft bearings worn excessively
causing misalignment of input shaft
Replace necessary parts
GEAR SLIPPING OR SLOW TO
ENGAGE
With Selector Valve in forward
or reverse position 1 Low Oil Pressure See Gear 1
2 Worn forward Clutch Remove forward clutch plates and check
Plates for wear excessively replace clutch
plates
3 Reverse Band not See Gear Inoperative 3
engaging Gear AND 1 Water in Lubricating a Hole in oil cooler element permitting
Oil water to seep into oil compartment
Replace oil cooler element
b Oil cooler gaskets Check gaskets
and replace
2 Excessive Oil in
Engine Crankcase or Defective front end plate oil seal
Flywheel Housing Replace oil seal
3 Oil on Exterior of
Marine Gear a Oil seeping from breather Check
for too high oil level
b Defective rear end oil seal Replace
oil seal
4 Loss of Oil from
Transmission a Check for defective gaskets and
seal
YOUR NOTES
SECTION T
GENERATOR SETS
CONTENTS Manual Starter Disconnect Toggle Switches 15 20KW from September 1981 15 20KW
YD Series to September 1981 123
MANUAL STARTER DISCONNECT TOGGLE SWITCHES
I I
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WIRI NG DIAGRAM
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01 L PRESSURE
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SWITCH
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RuOTC CONTRO 106
MANUAL STARTER DISCONNECT TOGGLE manually controlled series of Westerbeke marine diesel generators
is equipped wi th toggle swi tches on the engine control panel at remote panels The following instructions and methods
of correcting minor problems apply only to such toggle three switches are momentary contact type and serve the 1 Preheat The toggle switch
is a double pole
single throw switch The switch serves two purposes pre
heating the engine for easy starting and defeating or
bypassing the engine protective oil pressure swi tch The
defeat function turns on the fuel solenoid instrument power
and alternator excitation
2 Start The STARTDEFEAT toggle switch is a double pole
single throw switch The swi tch also serves two purposes
starting the engine and defeating or bypassing the oil
pressure switch The latter pole serves the same function as
in the preheat switch
3 Stop The STOP toggle switch is a single pole single throw
normally closed switch This switch provides power to the
fuel solenoid instrument cluster and alternator excitation
after the oil pressure switch has closed upon starting
Opening of this switch opens the power circuit to the fuel
solenoid thus stopping the flow of fuel to the engine and
stopping the OPERATION
1 Preheat Depress the PREHEAT switch The voltmeter panel
lights gauges and meters and fuel solenoid will activate
The PREHEAT switch should be depressed for twenty seconds in
conjunction with thermostarts installed in intake manifold
and forty to sixty seconds in conjunction with glowplugs
2 Start While still depressing the PREHEAT switch depress
the START switch This will engage the start solenoid
Panel power and the fuel solenoid will be activated Upon
engine firing release the start switch Do not release the
PREHEAT switch until oil pressure reaches 15 psi Then as
long as the high water temperature and low oil pressure pro
tective circuit does not activate the set will remain
energized and continue to run
3 Stop Depress the STOP switch to stop the engine This
opens the power feed to the fuel solenoid stopping the fuel
flow to the engine It must be depressed until the generator
stops rotating
REMOTE ENGINE remote operation of the generator system the same three switches
are used The PREHEAT and START switches are connected in parallel
with the local panel switches and serve the same functions as in the
local panel The STOP switch is in series with the local panel STOP
swi tch and serves the same functions as in the local panel The
generator may be stopped from local or remote the diesel generator sets have been placed in operation there is
little or no control adjustment required by the AC Generator When
starting the generator it is always a good plan to switch off all
AC loads especially large motors until the engine has come up to
speed and in cold climates starts to warm up These prevent damage by unanticipated operation of AC machinery and
prevent a cold engine from being If equipped with this option
If the engine governor loses control and the engine speed relay is actuated that deenergizes the fuel solenoid and stops the
engine A red light on the panel illuminates and remains lighted To
extinguish the light reset the overspeed relay by depressing the
engine STOP switch When the reason for the overspeed shutdown is
corrected the engine is ready to be 108
MANUAL STARTER DISCONNECT TOGGLE engine control system is protected by a 20 amp manual reset cir
cuit breaker located on the engine as close as possible to the power
source An additional circuit breaker is located at the fuel solenoid
PN 23041 when this solenoid is used This solenoid is not used on
models which have a solenoid built into the injection pump
Manual Control toggle switch Probable Cause depressed Battery switch or Check switch andor bat
no panel indications power not on tery connections
fuel solenoid not
energized 20 amp circuit Reset breaker if opens
breaker tripped again check preheat
solenoid circuit and
run circuit for shorts
to ground
Start depressed no Battery switch or Check switch andor bat
panel indications power not on tery solenoid Start 20 amp circuit Reset breaker If not engaged breaker tripped
again check start sole
noid circuit and run
circuit for shorts to
ground
Start depressed Fuel solenoid 1 Check indications OK PN 23041 circuit positioning of fuel
Start solenoid OK breaker tripped solenoid for plunger
Fuel solenoid not 2 Reset breaker and
repeat start cycle
3 If repeated trip
ping check for defec
tive breaker or fuel
solenoid
No ignition cranks Faulty fueling system 1 Check for fuel to
does not start Fuel generator energized 2 Check for air in
fuel system bleed
system
3 Fuel lift pump
failure
Failure to stop Fuel solenoid Stop engine by freeing
PiN 23041 return fuel pump lever That
spring failing shut off fuel
Check fuel solenoid
linkage and repair for
free movement
Stop switch failure Disconnect power leads
thru stop switch Test
switch for proper oper
by continuity test
Fuel injection pump Stop engine with fuel
failure line shut off
Engine stops Low oil pressure or Check oil fresh water
overheated and sea water cooling
Low oil pressure Check for satisfactory
switch fails to close operation with switch
bypassed
High water tempera Same as above
ture switch open at
too low a temperature
Switch and wiring Inspect all wiring for
loose connections and
short charging battery Alternator drive Check drivebelt and its
tension Be sure alter
nator turns freely
Check for loose connec
tions
Regulator unit and With engine running mo
alternator mentarily connect B to
liMA ser ies only field A good alternator
will produce a high
charge 50 amps If no
response replace alter
nator Check for short
ing of alternator output
connections to runs down Oil pressure switch Observe if gauges and
light are on when engine
is not running Test the
normally open oil
pressure switch by dis
connecting one lead If
lights go out replace
oil pressure switch
Battery runs down High resistance leak Check wiring Insert
to ground sensitive 025 amp
meter in battery lines
Do not start engine
Remove connections and
replace until short is
located
Low resistance leak Check all wires for tem
to ground perature rise to locate
fault
Alternator Disconnect alternator at
output after a good
battery charging If
leakage stops replace
alternator protective
diode plate That fail
ing replace 111
OPERATING INSTRUCTIONS
60 HZ SINGLE BEARING ALTERNATORS
SINGLE AND THREE solid state voltage regulated alternators described herein have
been built to give lasting and reliable maintenance free service in
their intended and are SCA certified Should a
situation arise where the alternator fails to operate properly and conditions are found to be satisfactory refer to section of this manual as an aid
in analyzing the cause and
effecting a The alternator intake and exhaust airways must be kept free of
obstructions during operation of the alternator If the flow of
cooling intake air or heated exhaust air is inhibited eventual
alternator overheating and subsequent failure of the alternator to
operate may occur
2 Care should be execised during the electrical hookup to the alter
nator output so as not to damage the voltage regulating circuits
found within the control box See figure 4 for alternator connec
tion Do not exceed the maximum alternator shaft speed of 2200 RPM as
permanent alternator damage may result
2 If there are unusual noises from the alternator at any time during
its operation shut it down and check for internal mechanical wear
andor damage
3 For the protection of line frequency sensitive loads that may be
connected to the alternator only operate at an alternator shaft
speed of 1800 RPM 60 Hz
These alternators are classed drip proof The air intake and outlets
are covered with an expanded metal screen to protect against the
ingestion of airborne litter These screens need not be removed for
cleaning DO NOT operate the alternator without these screens are no set up adjustments for the alternator However if the
value of the output voltage is inconsistent with given then it may be adjusted over a narrow 5 range and
will not normally require 112
To adjust the output voltage remove the cover from the control box
and locate the voltage setting control per figure 1 Using an insu
lated tool operate this control to obtain the desired output hand rotation of this control increases the output voltage
Adjust
CMIOO oltage
Adjust
0 cD
VR301
1 r
Figure 1
CAUTION
TERMINALS AND COMPONENTS CARRYING LINE VOLTAGE MAY
BE EXPOSED WITHIN THE CONTROL BOX AND VOLTAGE
REGULATING CIRCUITS WHEN THE ALTERNATOR IS
OPERATING THEREFORE THE USE OF TOOLS IS ESSENTIAL FOR SAFETY REASONS ONLY
QUALIFIED ELECTRICIANS OR PERSONS THOROUGHLY
FAMILIAR WITH ELECTRICAL EQUIPMENT SHOULD ATTEMPT
THIS ADJUSTMENT
PREVENTATIVE MAINTENANCE alternator is virtually maintenance free and is designed to give
5000 hours of trouble free service Periodic inspection is suggested
to assure the alternator airways do not become alternator can be dismantled from the engine using standard hand
tools See figure 2 for dismantling minor repairs and tests can be done without dismantling One example is the shaft mounted rectifier See figure 3
for the checking andor replacing 113
INSTALL heatsink compound DC 340
or equivalent tighten to of 30 inch ACCESS HOLE
BEND TERMINAL
To clear if OUTPUT
Only this lead has twin solid magnet
wire and tan colored insulation sleeve
and will show a low electrical measured to shaft
1 Remove the hole cover item 10 on top antidrive end of the
alternator
2 Crank engine until the rectifier comes into view and lock to
prevent engine from turning the shaft
3 Unsolder the four wires from the rectifier
4 Remove the rectifier by unscrewing in direction then follow testing and replacement procedures
described under alternator disassembly above
5 Replace or reinstall the rectifier reversing the above proce
dure
FIGURE 3 BRIDGE RECTIFIER ACCESS
FAULT ANALYSIS
An understanding of the alternator I s principle of operation may be
useful before attempting to analyze an electrical failure therefore a
brief description follows See figure 4 Schematic Diagram
The alternator is a brushless selfexcited type requiring only
driving force
One permanent magnet in the six pole exciter stator is responsible for
the selfexciting feature of the alternator Its magnetic field
causes a voltage to be induced into the associated exciter rotor coils
during rotation This AC voltage is full wave rectified and applied
to the main rotating field coil The resulting field
induces an alternating voltage into the associated main stator coils
and a resulting current will flow to the output terminals
S imul taneously an auxiliary coil on the main stator generates an AC
voltage which is full wave rectified and employed as a source of
supply for the remaining five poles on the exci ter
stator The voltage regulator controls the current flow to these
poles thereby effecting voltage ANALYSIS
SYMPTOM PROBABLE CAUSE REPAIR PROCEDURE
1 Mechanical a Defective bearing Replace bearing
Noise b Worn bearing Replace bearing
c Loose or misaligned Align andor tighten
coupling
d Foreign objects within Remove and check further
for possible damage
2 No Output a Short or open circuits Contact Westerbeke if
in any stator or rotor repair is beyond local
coil or associated facilities Check ground
leads ing lead and terminal on
shaft behind main rotor
coil
b Defective bridge Replace if faulty and
rectifier on shaft see check further for cause
figure 3
c Faulty voltage regulating Repair or replace if
circuit faulty and check further
for cause
3 High Output a Misadjusted output vol Set output voltage to
Voltage tage control see desired value CAUTION
figure 1 SOME COMPONENTS CARRY LIVE
VOLTAGE AND THE USE OF
INSULATED TOOLS IS
b Wire T2 120240V or T6 Clean andor remake this
120208 or T12 120208 ground connection
416 120240 unground
c Faulty voltage regulating Repair or replace if
circuit faulty and check further
for cause
4 Low Output a Misadjusted output Set output voltage to
Voltage voltage control see desired value CAUTION
figure 1 SOME COMPONENTS CARRY LIVE
VOLTAGE AND THE USE OF
INSULATED TOOLS IS
RECOMMENDED
b High line loss if Increase the size of the
voltage is low only at wiring leading to the
loads loads as required Load
wires should not run hot
at continuous full load if
properly sized Do not run
a greater length of wire
than required as losses
increase with distance If
wire is correctly sized
n is not too long
check for poor connections
andor partly broken wires
that may be indicated by
hotspots in the wire or
at terminals of switches
c partially shorted main Contact Westerbeke if
rotor field coil repair is beyond local
facilities
d Electrical overload and The total load at the pre
or poor power factor scribed power factor see
connected to alternator plate on
alternator should not be
exceeded
e Alternator shaft RPM too Check engine speed
f Faulty voltage Repair or replace if
regulating circuit faulty and check further
for cause
5 Unstable a Irregular engine speed Check engine and loads for
Output transient operation andor
Voltage overloads
b Loose electrical Tighten connections as
connections required in load wiring
and voltage regulating
connector
c Faulty voltage Repair or replace if
regulating circuit or faulty and check further
connector for cause
d Higher than required Check speed is 1800 RPM
engine speed
6 Overheating a Airways blocked Remove obstruction
b High ambient temperature Do not permit ambient tem
perature to exceed 40C
104F and operate in a
well ventilated and shaded
area if necessary
c Electrical overload andl The total load at the pre
or poor power factor scribed power factor see
connected to alternator plate on
alternator should not be
exceeded
d Engine exhaust being Redirect engine exhaust as
drawn into alternator required to prevent this
air intake from happening
7 Alternator a Static charge Properly ground frame of
Housing alternator
Live
b Open circuit at ground Ensure alternator neutral
bar in control box has continuity from stator
to ground bar CAUTION
SOME ELEMENTS WITHIN THE
CONTROL BOX CARRY LIVE
VOLTAGE WHEN ALTERNATOR
IS RUNNING
DIODES MOUNTED fMAIN STATOR
BASIC SCHEMATIC
IN HOUSING i
EXCITER ROTOR
LYL I 4
r MAIN ROTOR
TI r 1 r I
II I I I I I
T2 I I I I VR301
ITEM 27
T3
I I I I
T4 I II I I I I I
RECTIFIER ITEM 20
L J
I 11
USER TO INSURE THIS EXCITER STATOR
GROUND CONNECTION IS MADE SINGLE PHASE ALL
DIODES MOUNTED MAIN STATOR
IN HOUSINGr r
1IJJ br
MAIN ROTOR
r I r VR301
ITEM 27
I II
r
I 3
I I
USED
10G12
ONLY
I I I I 1 I
I 1 1 L 11 I If
1 3 PHASE BRIDGE I I
RECTIFIER L l L J
ITEM 20
120V FROM
T3 OR TAP
w USER TO ENSURE TH IS THREE PHASE TYPICAL 6 WIRE
z GROUND CONNECTION IS MADE EXCEPT200 SERIES 60 Hz SEE NOTE
STAOR
MAIN
1
I MAIN XITER ROTOR
T4
I ROTOR I
CM 100
ITEM 27
I 1 r of
r
TlO I
I I I
T i l
II j I 1
IL
tI IS
I I
2 13 PHASE BRIDGE L 1 J USED
Tl2 1 ON
r RECTIFIER ITEM 20 EXCITER G15G2
T9 I STATOR
T6 120V FROM IB
r3 I 3 I T9 OR TAP
L I
USER TO ENSURE THIS THREE PHASE TYPICAL 12 WIRE
GROUND CONNECTION IS MADE
118 Figure 4
12 WIRE 3 PHAS ALTERNATOR 6 WIRE 3 PHASE ALTERNATOR
120208 V 240416 V 120240 V 120208 V 120240 V
3 PHASE 3 PHASE SINGLE PHASE 3 PHASE SINGLE PHASE
LI
11 I I TI 0 I II TI 0 lI TI
1I t3
T2 Oc 2 I LZ I T2 0 L2 T2
T3 a I 1 z31 J3 1 I I 211 T3 0 3 T3 I L2
T4 T4
T4 T4 T4
T5 T5 T5 T5
T6 c N T6
T6 N
RAME
V fRAME
T7 IZo T7
SINGLE PHASE ALTERNATOR
T8 T8
120 240 V 120 V
L 1 TI
I lfRAME
Til Til Til
fRAME
T4 a L2 T4
R r ITI2
N ITI2 N
4WIR 3 PHASE ALTERNATOR FRMN 011
fRAME fRAME fRAME 73
FA TORY ONNECTD FOR
120208OR 27714S0oR N Lr L2 L3
Figure 2
PARTS Stator Housing
2 Drip Shroud Exhaust Air
3 Exhaust Air Screen 4
4 Helical Lockwasher 025 3
5 Round Head x 05 3
6 Eyebolt
7 Nut 037516 UNC
8 Main Stator
9 Excitor Stator
10 Snap Cover 225 Dia
11 Snap Cover 300 Dia
12 Belleville Washer
13 Retaining Ring
14 Cap Screw 031218 UNC x 125 6
15 Lockwasher Split 0313 6
16 Clamping Ring
17 Inlet Air Screen 4
18 Drip Shroud Inlet Air
19 Ball Bearing Antidrive End
20 Bridge Rectifier
21 Complete RotorShaft Assembly
22 Disc Drive 4 or 5
23 Fan
24 Continuous Grommet
25 Steel Control Box incl Cover
26 Neutral Ground Terminal Strip
27 Voltage When ordering spare parts please give reference number
description model and serial number of both engine and
DETAIL A
YOUR NOTES
YO GENERATORS
OVERALL LENGTH
BLOwER
TORQUE TO
130 TO ISO
FT LBS
ORING
SEAL
ROTATING
RECTIFIER
ASSEMBLIES
ADAPTER
ROTOR
FIGURE 1 GENERATOR SECTIONAL VIEW
AC GENERATOR YO generators beginning with Spec AA Figure 1
are fourpole revolving field brushless models of dripproof design includes both single and three F and P are from the exciter field
winding and are
phase 60 and 50 hertz type generators The connects directly to the engine crankshaft with a
tapered shaft and key The generator is fastened to
the engine by the which the rotor shaft it has a nut on the outside of
the end bell A centrifugal blower on the front end of V3 SINGLE
the rotor shaft circulates the generator cooling air Y T253e PHASE
which is drawn in th rough the end bell cover through an outlet at the blOver end
A ball bearing in the end bell supports the outer end of
the rotor shaft The end bell and generator are attached by which rn
9X THREE PHASE T2
1 THREE
pass through the stator assembly to the engine T3 51B adapter The brushless exciter
stator TO
mounts in the end bell while the exciter rotor and its
rotating rectifier assemblies mount on the generator FIGURE 2 SINGLE AND THREE PHASE shaft
SCHEMATIC to the output terminals of the Leads 1 and
2 are connected to the and provide reference voltage and input
power to the voltage regulator These five leads are
connected at the 2 is a composite illustration showing four output leads units 12 output leads for 3phase broad range units
and four output leads for code 9X 3phase 347600 volt generators RESIDUAL
MAGNETISM
IN ROTOR
OPERATION PROCESS
The basic operation of the generator and involves the stator voltage regulator ex
citer field and armature a full wave bridge the generator rotor Figure 3 Residual
BRUSHLESS
EXCITER
in the generator rotor and a permanent 120139 VAC
REFERENCE BRUSH LESS embedded in one exciter field pole begin the VOLTAGE EXCITER 1
voltage buildup process as the generator set starts Singlephase AC voltage taken from one of
the stator windings is fed to the voltage regulator as a
reference voltage for maintaining the generator out VOLTAGE
put voltage The AC reference voltage is converted to 6198 REGULATOR
DC by a silicon controlled rectifier bridge on the
voltage regulator printed circuit board and fed into FIGURE 3 EXCITATIO BLOCK DIAGRAM
the exciter field windings The exciter threephase AC voltage that is converted to
DC by the rotating rectifier assembly The resultant
DC voltage excites the generator rotor winding to INSTALLATION AND the stator output voltage for the AC
load generator rotor also produces AC voltage in the YO generators have the capability of being winding of the
stator which is converted to in a number of different voltage connections and at
direct current for battery charging different voltages in a single connection The connec
tions and voltages which can beobtained from agiven
generator are defined by the generator voltage code
on the nameplate and listed in Figure 6
To prevent generator damage do not attempt
to operate a generator with a given voltage
code in any connection or at any voltage not listed for that REGULATOR code
The linevoltage regulator VR22 or VR23 on the
Spec AA JSeries generator sets is an all solid state NOTE 1 When connecting the generator output leads for a new or
device that is no relays or tubes are needed Basic different connection or when the operating voltage of a of the voltage regulator
are voltage connection is to be changed be sure that jumper wire W1 0
on VR is properly connected from terminal V to V V or V as
listed in Figure 6to provide the correct reference voltage
Printed circuit board VR21
Voltage reference transformer T21 NOTE 2 Connect the wire from to terminal VR
Commutating reactor CMR21 S for code 53C and 518 50 Hertz generators Connect TX to
VR21 for code 3C 18 and 9X 60 Hertz generalors Connect the
Field circuit breaker CB21 rest of the wires on the voltage regulator assembly according to the
Voltage adjust rheostat R22 Optional wiring diagram and wiring tabulation chart which applies 10 your
generator set
Figure 4 shows the above components and wiring diagrams for typical control boxes on Generator sets without a control panel or
electric generating sets The electrical schematic and switchboard containing AC instruments such as
printed circuit board are shown in Figure 5 voltmeters ammeters running time meter frequency
meters and line circuit breakers are shipped from the
The voltage adjust rheostat Rn is optional on either factory with the AC output leads separated in the
VR22 or VR23 voltage regulator assembly When R is output box On generator sets with it is connected between VR2 and VR2U
containing AC instruments the AC output leads are
Figure 5 and the jumper between VR2 and VR22 wired as specified on the customers purchase order
Figure 4 is removed to deliver only the voltage
124
I Rl3 R8
CMRII
2500ncl
VOLTAGE C8
I ADJUST I
RHEOSTAT I
I RI9
jl Tfi i COM
DC OUTPUT
I 150Hz 5 CRlS VO L T AGE TO
I I L loz RI CS EXCITER
I I
I I C2
CMRlill
1
I I
L REGULATOR SCHEMATIC
DES DESCRIPTION
ICI Integrated C ircu it
QI Trans istorN PN
TIl Transformer Reference Voltage
CMR2 Commutati ng Reactor
R27 Potentiometer WW 8KOhm
R26 Potenti ometer WW 25KOhm
R25 ResistorFilm 422KOhm 14W
R24 ResistorFilm 464KOhm 14W
R23 Resistor IOOhm 12W
R22 Resistor S200hm 2W
R21 ResistorFilm 267K 14W
R20 ResistorFilm 153K 14W
RI9 ResistorFilm 309K 14W
RI8 ResistorFilm 280K 14W
RI6 Resistor 82KOhm 12W
R1517 Res istor ISOKOhm 12W HEAT
RI4 Resistor 27000hm 12W SINK
RI3 ResistorFilm 12IKOhm 14W
RIII2 ResistorWire Wound 4K 5W
PRINTED CIRCUIT BOARD VR21
R9 Resistor I MEG Ohm 12W
R8IO Resistor lOOKOhm 14W
R7 Resistor 270KOhm 12w
R6 ResistorFilm 174KOhm 14W
R5 Res istor 2 MEG Ohm 12W
R4 Resistor 3KOhm 12W
R3 Res istor 330KOhm 12W
R2 Resistor 220KOhm 12W NOTE The 2500 ohm external voltage adjust potentio
RI Resistor 33KOhm 12W meter connects between pin I and pin 3 See regulator
CRI7 Trans istorUn i j uncti on schematic If your set does not have an external
CRI3I6 Control voltage adjust pin I is jumpered to
CRI2 14 15 pin 2 See Figure 4
CR5 DiodeZener ISV
CR3 4 611 4COMA 4COV
CR2 DiodeZener 20V
CRI DiodeZener 56V
CIO Capacitor 47MFD 4COV
C9 Capacitor 39MFD IOQV
C8 Capacitor IMFD IOOV
C4 C5 Capac itor IMFD 200V
C3C7 Capacitor 22MFD 200V
C2C6 Capacitor 47MFD IOQV
CI IOOMFD IOV
FIGURE 5 VOLTAGE REGULATOR PRINTED CIRCUIT BOARD
LOAD TO
GENERATOR CONNECTION GENERATOR CONNECTION
SCHEMATIC DIAGRAM WIRING DIAGRAM
CONNECT XI TO VR21S FOR
SOHERTZ CONNECT XI TO
VR216 FOR 60 HERTZ
GENERATORS
A 8 C A 8
C
3C 1201240 60 VI
53C 1201240 50 VI
1151230
1101220
T3 TI
iT4 T2
CAi lAC
TI T2 T3 T4 TI T3 T2 T4 TI T2 T3 T4
LTlfX
18 1201208 3 60
1271220 3 60 V2 TI T8
1391240 3 60 V4 T7 T2
TIT5
518 1101190
115200
1201208
1271220
T4
AA
TI T7 T2 T8 T3 T9
LO LI L2 L3
18 240416 3 60 VI LITI L2
254440 3 60 V2 IU T4 T5
60 V4
T7 niT
277480 3
IU LO Tl2
518 2201380 3 so VI a
2301400 3 50 V2
IU TJr9
240416
254440
V4 TIO Til TI2 TI T4 T7 T2 TS T8
T3 T6 19
LI LO L2 L3 LI
18 1201240 3 60 VI c 9TI 2
T6 TI
IU L33 T4
518 1101220 3 so VI
AAAAAA
Til rJ0
1151230 3 so V2 a T TIO
1201240 3 so V3
L2 T4 T7 T2 TIO T5 T8 T3 Til T6 11 TI TI2
A AA A
18 1201240 60 VI c 6 LI
T3 11
CI T5 T2 T4
518 1101220 so VI IU 10
1151230 so V2
12 T7
1201240 so V3
8 T8 L2 T2 T4 T7 TI2 TI T6 T3 TS T8 TIO
11 Til
LI LI L2
18 120 60 VI
oJ T
CI T9 TI2 TI T7
518 110 50 VI oJ
IU Til
115 50 V2 oJ
C T2
C TI T7 T6 TI2 T3 T9 TS Til T4 TIO
T2 T8
120 50 V3 L L2
LI L2 L3 10
3471600 3 60 12
9X V4 LI
TI T2 T3 TO
FIGURE 6 GENERATOR WIRING AND RECONNECT ION DIAGRAMS
VOLTAGE RECONNECTION WITH OP
TIONAL optional AC instruments on the control panel
such as voltmeters ammeters transformers and
running time meters are intended for use with
specific nameplate voltages Control have to be changed to match new current ratings
when field reconnection for other voltage codes or
voltages are no circumstances shall the genetor be connected In any
other manner than shown In Figure 6
Severe damage will result If leads are Incorrectly connected or
Improperly Insulated Use extreme care In checking leads to 127
ADJUSTMENTS AND adjustment and test procedures herein in the generator tables
pags 1820 The follwing information is needed by
VOLTAGE REGULATOR to effectIvely service or repair beginning with Spec AA The solid state voltage regulators VR21 can be
checked out on the bench for proper operation or
location of faulty components The following test
A equipment oneeach is required for a proper
CALIBRATION ADJUSTMENT TEST EQUIPMENT
REF calibration adjustment is made using an accurate S Switch
AC voltmeter to observe generato r output voltage and CMR21 Reactor
to set the correct no load voltage If voltage regulator F FuseS Amps
VR21 printed circuit board has been replaced it may
be necessary to make a calibration adjustment To T1 Transformer Variable 2 Amp 0150V
obtain the correct output voltage proceed as follows V2 Voltmeter DC 2 of Full Scale 3
Scale 050 and 01 50V and 010V
1 If set has a voltage adjust potentiometer R22 on
the meter panel set pointer halfway between V1 Voltmeter AC 2 10VAC 1 150V
minimum and maximum positions R1 Resistor 1000hm 400 W
T21 Transformer Input 3150386
2 With unit running at no load turn generator
voltage potentiometer R26 on VR21 Figure 4
clockwise to increase output voltage turn R26
to decrease output voltage
Bench Check
1 Remove voltage regulator from unit acc0rding to
8 procedure given for voltage regulator replace
ment
2 Referring to Figure 7 and Table 1 connect test
VOLTAGE STABILITY ADJUSTMENT equipment to the printed circuit board VR21
Voltage stability is set at the factory but if printed terminals as board VR21 has been replaced or if R27 has been unnecessarily adjusted
may be necessary to reset stability Set stability as
follows
1 With generator set running at no load turn
potentiometer R27 Figure 4 to a position where
voltage tends to be unstable or hunt
2 Turn R27 clockwise slowly until voltage first
stabilizes This setting will result in stable voltage
under all conditions in maximum voltage
regulator response time
CONNECT FROM TO E
Jumper VR21V1 VR21V4
Jumper VR211 VR212 FLASHING THE FIELD
Lead CMR211 VR2110 The following procedure is used for momentarily
Lead CMR214 VR219
flashing the exciter field with a low voltage which
Lead T21X1 VR216
Lead T21X2 VR214
restores the residual magnetism in the alternator
AC Voltmeter Across T21H1 H2 rotor Flashing the field is usually necessary when
DC Voltmeter Across CR217 8 installing a new brushless exciter stator wound
VARIAC Across T21H1 fused assembly but seldom is necessary under other
and H2 Always check generator residual
voltage at terminals 1 and 2 to be certain whether or
3 Open switch in 120 VAC supply to VARIAC not flashing the field is necessary Generator residual
4 Plug VARIAC into 120 VAC source voltage should be at least 20 V AC at rated speed If
residual is too low and the output voltage will not
5 Proceed with checkout according to steps in
build uP flash the field as follows
Table 1
1 Locate terminals 7 and 8 on voltage
TABLE 1 VOLTAGE REGULATOR CHECKOUT
YI AC INPUT YOLTAGE
LESS THAN Y2 DC OUTPUT YDL TAGE
MORE THAN
STEP
TEST NAIIE PROCEDURE REQU I REIIENTS
I BUILD UP SET YI TO 25 VAC Y2 SHalL BE 12 YDC
SET POT R28 TO HOLD
2 CALIIUTlOli SET YI TO 120 VAC
Y2 BETlEEN 5070 vac
A SET YI TO 123 YAC Y2 SHalL BE 30 YOC
3 RANGE
I SET YI TO 125 VAC Y2 SHalL IE 10 YOC
A SET YI TO 115 YAC Y2 SHalL BE 15 YDC
4 RANGE
B SET YI TO 117 VAC Y2 SHalL IE 10 YOC
IIAX
5 SET YI TO 150 Y V2 10 VOLTS
YDLTAGE
SET Y SO Yz IS NEAR IIAXIIUII Va SHOULD DROP TO 50 VOLTS
DAIIPING
RAPIDLY TURN PDT Ul FROII FULL THEN RISE TO ORIGINAL VALUE
CL KII SE P m
I SE POS
2 i I Tf
T fULL
IN R27 TO
VR21
IO I
i JuMPER
XI I I
INCREASE I
tl WIO JUMPER
8 I
DCOUTPUT
DAMPING
I RI VOLTMETER
0 9 I
REACTORCOM L
FIGURE 7 VOLTAGE REGULATOR CHECKOUT TEST EQUIPMENT CONNECTIONS
12 AMP DC
300 VOLT DIODE
6VOLT
DRY CELL
BATTERY
FIGURE 8 FLASHING THE FIELD
regulator printed circuit board VR2 other lead to CRI CR2 and CR3 in turn record
2 Use a six volt dry cell battery with two clip leads a resistance value of each rectifier
12 amp DC 300 volt avalanche diode and a 10 3 Connect one lead to F2 stud and connect other
ohm resistor as shown in Figure 8 If a six volt lead to CR3 CR4 and CRs in turn record
battery is not available a 12 volt automotive resistance value of each rectifier
battery can be used by increasing the 10ohm 4 Reverse ohmmeter leads from step 2 and record
resistance to 20ohms or a 24 volt automotive resistance value of each rectifier F to CR CR2
battery can be used by increasing the resistance and CR3 and P to CR4 CRs and CR6
to 40ohms
5 All three resistance readings should be high in
one test and low in the other test If any reading is
A series resistor MUST be used to protecl the
high or low in both tests rectifier assembly
AA meter Polarity must be observed
defective
3 After starting engine touch positive battery 6 Replace defective rectifier assembly with new
lead to VR2U and negative lead to VR27 identical part
contact terminals just long enough until voltage
starts to build up ordamage mayoccurto exciter
regulator system Use 24Ibsln torque when replacing nuls on F and f2 CR CRa
CR3 CRt CRs and CR
WARNING Be caullous when working on a
generator that Is running to avoid elec
Irlcal of the following tests can be performed of the generator as shown in the herein Use the following test testing generator components in
conjunction with
the tables
TESTING ROTATING different rectifier assemblies make up the
rotating rectifier bridge assembly Figure 9 Using an
accurate ohmmeter test each CR using negative and
positive polarities Test rectifiers as follows
1 Disconnect all leads from assemblyto be tested
2 Connect one test lead to F stud and connect FIGURE 9 TESTING ROTATING
130
10 AC
OHMMETER
LEAD
CR14 FIGURE 11 TESTING DIODES
AC as shown in Figure 12 The resistance reading
should be one megohm or greater Reverse
9 ohmmeter leads to anode and cathode resistance
should again be one megohm or greater
FIGURE 10 SILICON CONTROLLED
RECTIFIER BRIDGE
3 Using a 6volt dry cell battery and a 200ohm
series resistor observe correct polarity and con
nect battery leads to anode and cathode as shown
G in Figure 13 Observe polarity and connect a DC
voltmeter across the 200 ohm resistor The
voltmeter should now read zero Jumper anode to
TESTING OUTPUT BRIDGE DIODES gate voltmeter should now read 6volts Remove
The output bridge rectifier diodes Figure 10 CR2 jumper voltmeter should still read 6volts
CRl4 and CRS are located on the voltage regulator because the SCR remains turned on until circuit board Using an accurate
ohmmeter is removed from anode to cathode
test diodes CR 2 CRl4 and CRS as follows
1 Disconnect at least one lead of diode
2 Connect one lead to each end of diode and
observe resistance reading Figure 11 OHMMETER
3 Reverse ohmmeter leads and again observe
resistance readings
A good diode has a higher reading in one direction than the
other If both readings are high or low diode is defective
4 Replace defective diodes with new identical
parts
TESTING SCRS
Two identical silicon controlled rectifiers SCRS
CRl3 and CRl6 control the DC output voltage to the
exciter field These SCRS are mounted in heat sinks
on the voltage regulator and are tested as follows
1 Unsolder leads from CRl3 and CRl6
2 Using high scale on ohmmeter connect
ohmmeter leads to anode and cathode of the SCR FIGURE 12 SCR RESISTANCE TEST
ACDC
MUL TIMETER TESTING REFERENCE TRANSFORMER
The transformer T2 has fou r leads marked H H2 X
and X2 HH2 are the primary leads XX2 are the
secondary leads
VOLTS
H1H2
DRY CELL
BATTERY
X1 fIfl X2
1 Resistance between HH2 should be 122 to 150
ohms
2 Resistance between XX2 should be 157 to 192
ohms
3 Resistance between HX HX2 H2X and H2X2
should be infinity
4 Resistance from any terminal to transformer
frame should be infinity
5 If any of the above conditions are not met install a
new reference 8212 K
TESTING BRUSHLESS EXCITER STATOR
FIGURE 13 SCR VOLTAGE TEST Like the generator the brush less exciter stator
Figure 14 can be tested for open or shorted
windings and grounds
because the SCR remains turned on until voltage
is removed from anode to cathode Testing for Open or Shorted Windings
4 If the SCR does not pass either test it is defective Disconnect F and P exciter field leads from
Replace defective SCR with a new identical part terminal block in generator end bell The resistance
between field leads should be 122 10 at 20 C 68
I F
Testing for REACTOR Connect ohmmeter between either field lead and
The reactor assembly CMR2 leads are marked 1 2 3 exciter stator laminations Use ohmmeter set at RX
and 4 Wires 12 and 34 are wound on the same iron 100 scale An ohmmeter reading of less than
oc indicates defective ground insulation
1 2
lAAJ
CMR21
fYYt4
1 Resistance between 12 and 34 should be about
O4ohms
2 Resistance between 132314 or24should be OHMMETER RESISTANCE BETWEEN
infinity 00 F1 AND F2 SHOULD BE
122 OHMS 10
3 Resistance from any terminal to reactor frame
should be infinity
4 If any of the above conditions are not met install a
new reactor FIGURE 14 TESTING EXCITER FIELD
4 Replace grounded rotor with new identical part
WHEATSTONE
BRIDGE
CONTACT ONE PROD TO EACH OF THE FIELD
LEADS AND OTHER PROD TO ROTOR SHAFT
IF ROTOR IS GOOD THERE WILL BE NO
6215 READING ON OHMMETER
FIGURE 15 TESTING EXCITER ARMATURE
FIGURE 16 TESTING ROTOR FOR GROUNDS
TESTING BRUSHLESS EXCITER ROTOR Testing for Open or Shorted All
resistance values should be within 10 of
The brushless exciter rotor Figure 15 can be tested values specified in Table 2 at 20C 68F Perform
for open or shorted windings or grounds tests as follows
1 Remove rotor leads F and P from rotating
rectifier for Open or Shorted Windings
2 Using ohmmeter check resistance between F
Use a Wheatstone Bridge for this test Disconnect and P leads Figure 17 See Table 2 for proper
main rotor field leads which connect to rotating resistance assemblies at F and F2 Disconnect lead
wires from diodes CRl CR2 CR3 CR4 CRs and CR6 If resistance is low there are shorted turns If resistance is
Test between exciter lead pairs TT2 PPand TP high rotor winding is open In either case rotor must be
should be 05 to 06 ohms at 20 C 68 F
3 Replace defective rotor with new identical part
Testing for leads of ohmmeter between each CR lead
and exciter rotor laminations use RX 100 scale on
ohmmeter An ohmmeter reading less than infinity
indicates defective ground insulation OHiMETER
TESTING GENERATOR ROTOR
For these tests use an ohmmeter on RX 100 for Grounds
On brushless type generators check for each rotor lead and the rotor shaft Figure
16 Perform tests as follows
CONTACT ONE PROD TO ONE FIELD LEAD AND
1 Remove rotor leads F and F2 from rotating OTHER PROD TO OTHER FIELD LEAD
6213 RESISTANCE VALUES ARE GIVEN IN TABLE 2
rectifier assemblies
2 Connect ohmmeter leads between F and rotor
shaft and between P and rotor shaft Meter
should not register
FIGURE 17 TESTING ROTOR FOR AN OPEN CIRCUIT
3 If meter registers rotor is grounded
TABLE 2 RESISTANCE VALUES FOR ROTORS
FROM
KELVIN
BRIDGE
Resistance in Ohms at 25C 77F
THREE PHASE MODELS
TEST BETWEEN WIRE PAIRS
10 KW 60 HZ 205209 TIT4 T7TIO T3T6
T9T12 T2TS T8TII
15 KW 60 HZ 250255
SINGLE PHASE MODELS
TEST BETWEEN WIRE PAIRS
TIT2 T3T4
FIGURE 18 TESTING STATOR WINDINGS
accurate instrument for this test such as a Kelvin
N Bridge The proper resistance values are given in
Table 3 according to KW ratings and voltage GENERATOR STATOR All resistances should be 10 of value shown at
Using proper test equipment check the stator for 20C opens and shorts in the windings
If any windings are shorted open or for Grounds replace the stator assembly Before replacing the
assembly check the leads for broken wires or insula
Some generatora have ground connections to the frame Check tion
wiring an ohmmeter set at RX 100 test each stator 0
winding for shorts to laminations A reading less than
one megohm indicates a ground WIRING HARNESS CHECK
Carefully check wiring harnesses as for Open or Shorted Windings 1 Inspect all wires for breaks loose between coil leads
shown in Figure and reversed connections Refer to all pairs should have equal resistance Use an wiring diagram
TABLE 3 RESISTANCE VALUES FOR STATORS
10 KW 60 HZ 1 PH 172
10 KW 60 HZ 3 PH 340
15 KW 60 HZ 1 PH 087
15 KW 60 HZ 3 PH 220
2 Remove wires from terminals at each end and
using an ohmmeter check each wire end to end
for continuity or opens
3 Using an ohmmeter check each wire against
each of the other wires for possible shorts or
insulation breaks under areas covered by wrap REMOVE JUMPER WHEN VOLTAGE
ping material ADJUST R22 IS USED FOR REFERENCE
VOLTAGE Reconnect or replace wires according to
applicable wiring diagram
VR21 the following procedure for replacing the voltage VR22
PC board
1 Stop engine VR21
2 Disconnect and if necessary label the following
wires 3 4 5 or 6789 and 10
3 Remove four screws at corners
4 Remove used PC board
5 Install new PC board secure with four screws
6 Reconnect wires removed in step 2 at the proper
terminals
7 Place jumper W10 at proper terminals for your
particular voltage code and voltage connection
See Figure 6 NOTE FIELD
BREAKER IS
8 Perform voltage calibration and stability adjust MOUNTED ON
ment procedures to obtain the correct generator REFERENCE PANEL
VOLTAGE COMMUTATING
output voltage and stability with new PC board in TRANS FORME R REACTOR
GENERATOR battery to prevent accidental starting After disassembly all parts should be wiped clean
of engine and visually end bell cover to reveal SUOPORI R
stud nut WITH HOIST ANO
SLING TO AVOID
BENDING nuts end bell and STUD I
stator assembly Figure 20 Screwdriver slots in
adapter provide a means for prying stator loose INSERT PRY 8EHIND
v R W EL THROUGH
Be careful not to let stator touch or drag on rotor AI R UTLET baffle ring from adapter Turn nut to end of stud While pulling
rotor outward with one hand strike nut a sharp
TURN NUT OUT TO
blow Support rotor with hoist and sling to avoid END OF Figure 21 Use a TH ROUGHS T uIJ
STRIKE WITH SOFT
heavy soft faced hammer to loosen the rotor from lAMMER VHIE
its tapered shaft fit If rotor does not come loose PRYING
strike it a sharp downward blow in center of
lamination stack Rotate rotor and repeat until it
comes ioose Be careful not to hit bearing or FIGURE 21 ROTOR HOUSING
8RUSHLESS
EXCITER
l BLOWER ROTOR ROTOR
STATOR ROTOR
THROUGHSTUD COVER
FIGURE 20 GENERATOR ASSEMBLY Install stator throughstuds in adapter
Clean and inspect all mating surfaces Install stator and end bell Torque nuts on
throughstuds to 35 to 38ftlbs
Coat mating area between generator bearing and
end bell bearing hole with a thin film of Molykote Torque down nut 5560 ft
or equal lb The rotor and stator are automatically align
Install in engine crankshaft ed because stator and bearing support were
Install key in the crankshaft tightened in step 8
Tap end bell to align at horizontal and vertic
Slide rotor over throughstud and onto
plane use a lead hammer to relieve stresses l
crankshaft Be carefu1 not to let weight of rotor
components recheck torque
rest on or bend the Install end covr
Install baffle ring
GENERATOR D AC output voltage builds up but field breaker
A few simple checks and a proper can locate the probable source of trouble
and cut down time To correct a problem answer the question of the step
either YES or NO Then refer to the step number in the
1 Check all repairs replacements answer column and proceed to that step next
performed since last satisfactory operation of set
to be sure that connection of generator leads are Letters A through P in the Test Procedure column
correct A loose wire connection overlooked refer to detailed procedures in the Adjustments and
when installing a replacement part could cause Tests section
problems An incorrect connection an opened
circuit breaker or a loose plugin printed circuit
board are all potential malfunction areas to be
eliminated by a visual check
TABLE A No Build Up of AC
Output Voltage j Yes I No Test
Proc
2 Unless absolutely sure that panel instruments are 1 Is Field Breaker CB21
accurate use portable test meters for on control panel ON 2 3
3 Visually inspect components on VR2 Look for 2 Connect jumper wire across
dirt dust or moisture and cracks in the printed terminals of Field 8reaker
solder conductors Burned resistors arcing CB21 Does AC output
tracks are all identifiable Do not mark on printed
circuit boards with a pencil Graphite lines are
voltage build up 4
If voltage builds up
conductive and can cause short circuits between REPLACE FIELD BREAKER
components
3 Push to reset Field Breaker
The question and answer guide
Does AC output voltage
which follows gives a stepbystep procedure for
checking the generator components Refer to Figure
build up 4
If voltage builds up but
22 for an electrical schematic of the generator and
is high low unstable or
voltage regulator connections
causes tripping of Field
Breaker refer to Tables
B C or information is divided into
4 Disconnect alternator A B C and D as follows
leads 1 2 from TB211 and
A No build up of AC output voltage TB212 on VR22 Is reference
B AC output voltage builds up but is unstable voltage across 1 2 20 VAC
C AC output voltage builds up but is high or low or more 14 13
DC CRI2 CRI3 CRI4
EXCITER
F2 W9 OUTPUT CR IS AND CR 16
FIELD FI
VOLTAGE ARE ON VR21
FI GENERATOR
r
VOLT REG
PC BOARD
BRUSHLESS VR21
EXCITER
TB21 CMR21 T21
CB210 0
REFERENCE VOLTAGE
TI THROUGH VOLTAGE REGULATOR
T4 OR TI2 ASSEMBLY
FIGURE 22 ELECTRICAL SCHEMATIC
TABLE A continued Yes No Test TABLE B AC Output Voltage Yes No Test I
Proc Builds Up But Is Proc
Unstable
5 Is exiter field voltage across
F1 and F2 on end bell 1 Are there any loose or broken
terminal block 70 VDC or wires or connections on
more 6 voltage regulator assembly
If not check wiring harness
W9 from end bell to VR22
VR22 2
terminals 3 and 4 2 Is W9 exciter field wiring
harness from VR22 to End
6 Is brush less exciter stator bell OK 3
field winding OK 7 K
3 Does adjustment of Damping
7 Are diodes CRl CR2 CR3 Control R27 CR4 CRS CR6 in rotating on VR21 result in
stable
rectifier assemblies OK
Check all diodes more
8 F voltage 4 A
than one may be 4 Replace PC Board VR2I P
defective
S Are brush less exciter rotor
windings OK 9 l
located and corrected to avoid damage to new PC board
9 Is generator rotor field
winding OK 10 M
TABLE C AC Output Voltage Yes No Test
10 Are generator stator Builds Up But is Proc
windings OK 11 N High or Low
11 Is commutating reactor 1 Is set running at correct RPM
CMR21 OK 12 I See appropriate engine
manual to set RPM 2
12 Is reference transformer
T21 OK IS J 2 Does adjustment of Voltage
Adjusting knob for R22
13 Flash exciter field Is on VR22 result in correct
reference voltage across
1 and 2 now 20 VAC or
output voltage 3 A
more 14 5 E 3 Does adjustment of
potentiometer R26 on VR21
14 Reconnect generator leads result in correct output
1 2 to TB211 and
TB212 on VR22 Does
Yoltage 4 A
reference voltage build up 15 4 Is correct Yoltage reference
V4 to VI V2 or V3 on
15 Is regulator DC output VR21 being used
voltage across VR217 and Refer to Figure 6 5
VR21S 7 VDC or more
See Figure 22 5 16 5 Are generator output leads
properly connected Refer
16 Are SCRs CR13 and to Figure 6 6
CR16 OK 17 H
6 Replace Yoltage Are diodes CR12 CR14 PC board VR21 P
ana CR15 OK IS G
IS Replace voltage regulator
PC board VR21J P located and corrected to avoid damage
to new PC board
TABLE D AC Output Voltage Yes No Test
Builds Up But Field Proc
Breaker Tris
1 Does AC output voltage
build up to 140 or more
of rated voltage before
Field Breaker trips 2 7 ADJUSTMENTS AND TESTS REFERENCE
2 Are there any loose or LIST
broken wires or con
A VOLTAGE CALIBRATION ADJUSTMENT
nections on VR22 3
B VOLTAGE STABILITY ADJUSTMENT
C BATTERY CHARGE RATE ADJUSTMENT
3 Is diode CR15 on VR21 OK 4 G D VOLTAGE REGULATOR CHECKOUT
E FLASHING THE FIELD
4 Are T21 windings and F TESTING ROTATING RECTIFIERS
connections OK 5 J G TESTING OUTPUT BRIDGE DIODES
H TESTING SCRS
5 Are generator stator I TESTING REACTOR
leads properly connected J TESTING REFERENCE TRANSFORMER
Refer to Figure 6 6 K TESTING EXCITER STATOR
L TESTING BRUSHLESS EXCITER ROTOR
6 Replace VR21 P ARMATURE
M TESTING GENERATOR ROTOR
7 Are diodes CRl CR2 CR3 N TESTING GENERATOR STATOR
CR4 CR5 CR6 in rotating O WIRING HARNESS CHECK
rectifier assemblies OK 8 F P VR21 REPLACEMENT
Check all diodes more
than one may be
defective
8 Is brush less exciter
stator winding OK 9 K
9 Is generator rotor field
winding OK 10 M
10 Is brushless exciter rotor
OK 11 L
11 Are generator stator
windmgs OK 6 N
YOUR NOTES
SECTION V
SERVICE following Bulletins contain supplementary and
updated information about var ious components and
service procedures which are important to the
proper functioning of your engine and its should familiarize yourself with the subjects
and make sure that you consult the s whenever your engine requires service
or over haul
SERVICE 61569 BULLETIN NUMBER 20
MODEL All Connecting Pressure Sensing Devices to Oil Galleries
Oil pressure sensing devices such as senders and switches must
never be connected directly to any oil gallery of an engine The
reason is simply that continued engine vibration causes fatigue of
the fittings used to make such a connection If these fittings fail
the engine loses its oil pressure and very quickly seizes
Such pressure sensing devices must be bulkhead mounted and
connected to the oil gallery using an appropriate grade of lubricating
oil hose Any fittings used to connect the hose to the gallery must
be of steel or malleable iron Brass must not be used for this
purpose
J H WESTERBEKE CORP
AIOil IIIrA A AIIOII IfA O 7700
CA reo
PIN 11967
SERVICE 5674 BULLETIN NUMBER 69
MODEL All marine generators and marine Exhaust system failures
When engine sea water is fed into an exhaust system so that the full
stream strikes a surface erosion may cause premature failures
Proper design of either a water jacketed or a water injected wet
exhaust system to prevent this problem requires that the sea water
inlet be positioned so that the entering stream of sea water does not
strike a surface directly Also the velocity of the entering sea
water stream should be as low as possible which is achieved by having
inlet fittings as big in diameter as possible
In addition to the above design it is usually advan
tageous to divide the sea water flow at the point of entry to the
exhaust system so that only a portion of it enters the exhaust system
The remainder is normally piped directly over the side The proper
proportion of the sea water flow to pass through the exhaust system
can only be determined by trial and error The goal is to prevent
excessive exhaust temperatures with the least amount of sea water
J H WESTERBEKE CORP
AVON INDUSTRIAL PARIC AVON AlAIS OZ3ZZ fl17J 5887700
CABLE WEITCORP AVON TELEX 19149
SERVICE May 19 1980 BULLETIN NUMBER 82
MODEL All
SUBJECT Battery BATTERY MODEL BATTERY AMPERE HOURS
VOLTAGE
W7 WPD4 6090 12 VDC
W13 44 KW 90125 12 VDC
W21 77 KW 90125 12 VDC
W27 11 KW 90125 12 VDC
W33 90125 12 VDC
W30 125150 12 VDC
W40 WPD1015 KW 125150 12 VDC
W50 125150 12 VDC
W58 WTO20 KW 125150 12 VDC
W60 WBO20 KW 150170 12 VDC
W80 30KW 170200 12 VDC
W120 45 KW 200 minimum 12 VDC
The ampere hour range shown is minimum There is no real maximum
J H WESTERBEKE CORP
AVON INDUSTRIAL PARI AVON MASS OZ32Z 17 S887700
CABLE WESTCORP AVON TELEX IIZ
PIN 20442
SERVICE BULLETIN V5
DATE Aoril 4 1983 BULLETIN NUMBER 87
MODEL All Madne Alternator Output Splitter
GENERAL DESCRIPTION The solitter is a solid state device which allows two
batteries to be recharged and brought to the same ultimate voltage from a sin
gle alternator as large as 120 amp and at the same time isolates each battery
o that discharging one will have no effect on the other Charging rates are
in proportion to the batteries voltage state of discharge This method
precludes the necessity and even the desirability of a rotary switch for
selecting which battery is to be charged It also assures that ships services
cannot drain the engine starting battery
1 Mount splitter on metal surface other then the engine preferably in an
air stream if available Do not install near engine exhaust system
Install with cooling fins aligned vertically
2 Be sure to use a wire size aporopriate to the output of the associated
alternator In full power systems number 4 wire is recommended from
the alternator to the splitter and from the splitter to the batteries
3 Connect the alternator output terminal to the center splitter terminal
4 Connect one splitter side terminal to one battery s
5 Connect the other splitter side terminal to the other batterys
6 When the splitter is installed both batteries will see a charging voltage
810 volts less than usual This voltage drop can be regained if
desired by connecting the regulator wire directly to the alternator
output terminal instead of the regulator terminal
TEST INFORMATION When the engine is not running the side solitter terminals
should read the voltage of the respective battery The ceTer splitter should
read zero vo 1tage
With the engine running and alternator charging the side splitter terminals
should read the same voltage which should be the voltage of the regulator
or somewhat less The center splitter terminal should read 82 volts higher
than the readings of the side Continued
J H WESTERBEKE CORP
AVON INDVSTRIAL PARK AVON MASS 02322 1617 5887700
CABLE WESTCORP AVON TELEX V6
This unit is sealed for maximum life and is not SPUTIRj In the event of failure batteries may be charged directly
from alternator by connecting either splitter terminal 1 or 2 to terminal A
bypassing the spl itter itself This should not be done for
both batteries unless they are and will remain at the same voltage state
of charge
SLITTER
POWER DISC SW Q 5TA RTER
I I J
REGULlT
STARTING
BTTEiRY S
POWER DISCONNECT
rlA SWITCH
PN20654 SHIP5
I 20 a
5ERVI CE
seRVICE
LOtOS
f BATTERYS
RNATOR
SEE 1
DRVIG JI 2070 I
NOTE On Alternators which have an isolation diode between their output
and regulator terminals such as the Motorola units used with most the regulator wire should be removed from the REG terminal to the
OUTPUT terminal as shown The diode in the splitter will
provide an equivalent voltage drop
SERVICE Apri 1 28 1976 BULLETIN NUMBER 92
MODEL All
SUBJECT Water Temperature and Oil Pressure Gauges
Given a presumably faulty gauge indication with the instrument panel ener
gized the first step is to check for 12 VDC between the ign B and
neg B terminals of the gauge
Assuming there is 12 volts as required leave the instrument panel ener
gized and perform the following steps
1 Disconnect the sender wire at the gauge and see if the
gauge reads zero the normal reading for this situation
2 Connect the sender terminal at the gauge to ground and
see if the gauge reads full scale the normal reading for
this situation
If both of the above gauge tests are positive the gauge is undoubtedly
OK and the problem lies either with the conductor from the sender to
the gauge or with the sender
If either of the above gauge tests is negative the gauge is probably
defective and should be replaced
Assuming the gauge is OK preoceed as follows Check the conductor from
the sender to the sender terminal at the gauge for continuity
Check that the engine block is connected to ground Some starters have
isolated ground terminals and if the battery is connected to the starter
both plus and minus the ground side will not necessarily be connected
to the block
If the sender to gauge conductor is OK and the engine block is grounded
the sender is probably defective and should be J H WESTERBEKE CORP
AVON INDUSTRIAL PARI AVON MASS 02322 ef71 5ee77OO
CABLE WESTCORP AVON TELEX 21616
SERVICE 7 July 80 Rei ssued BULLETIN NUMBER 95
MODEL All
SUBJECT Domesti c Hot Water heater is connected in series with the engines freshwater circuit This allows full
water flow for maximum heat transfer to the heater The series installation also potential pitfalls of installations in which the heater is in
parallel with either
the engines bypassor its internal freshwater circuit
The only potential disadvantage of a series installation is flow restriction due either
to a restrictive heater design a large engine water flow such as models W58 W8D W12D
or a combination of shorter the length of piping to and from the heater the better The elevation of
the heater should assure that the top of its internal coil is no higher than the cap If the heater must be higher than this at any heel angle then
the fill tank must be installed to be the highest point of the between the engine and heater should rise continuously from the heater to the engine
so that trapped air will rise automatically from the heater to the engine If trapped air
can rise to the heater then a petcock or other convenient method of bleeding that air is
a the attached sketches A convenient place to interrupt the engine cooling circuit
is between the thermostat housing outlet and the exhaust manifold inlet This is also thl
hottest water available CAUTION While most owners want the hottest water available
it is possible for scalding water or even steam to come from the the heater is in series with the engine cooling water any other convenient point
of the circuit can also be interrupted for heater engineheater combinations require that a bypass nipple be installed in parallel
with the heater This is required to maintain an adequate fresh water flow for The table below shows the minimum diameter of bypass nipples in
HEATER
MODEL SENDURE ALLCRAFT RARITAN
MODL SENDURE ALLCRAFT RARITAN
W13 None None None W50 None None 12 NPT
W2l None None None W52 None None 12 NPT
None None 12 NPT 12 NPT 34 NPT
None W58
J33 None None 38 NPT
W80 12 NPT 12 NPT 34 NPT
W30 None None 38 NPT
W120 12 NPT 12 NPT 34 NPT
W40 None None 38 NPT
Please see Sketches on reverse
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 02322 11171 5887700
CABLE WESTCORP AVONTELEX 21814
ENI NE
SKETCH A
THERMOSTAT
HOUSING
DUAL PASS MANlrOLD
ALTERNATE PLACES TO
INTERRUPT CIRUrT ANP
ONNECT EATER
lC ENGINE
IN SERIES
SKETCH B iOTHERMOSTAT
1 HOUSI NG
WATER
REMOVE
HEATER
SINGLE PASS
MANIFOLD
PRESSURE CAP MUST BE LOWER
SKETCH C PRESSURE THAN ENGINE CAP NOTE
FILL
DRAWINGS ARE
INDICATIVE ONLY
WATER HEATER
AL ERNATE INST IF HEATER COIL IS
HrGiER THEN ENGINE PRESSURE CAP
BYPASS NIPPLE
TION f
WATER HEATER
OPTIONAL COOLANT RECOVERY TANK
SERVICE January 22 1980 BULLETIN NUMBER 104
MODEL W30 W50 W58
SUBJECT Sea Water Pump Pulley Set Screw PN 11357
The sea water pump pulley on the Westerbeke 30 and 50 engines is keyed to the
sea water pump shaft and locked in position with a heat treated 532 11 Allen head set
screw Westerbeke PN 11357
Particular attention should be paid to this set screw at the time of commission
ing of the engine and during regular servicing of the engine Ensure that it is tight
If not remove the set screw and apply a good locking liquid to the set screw threads
and reinstall and tighten with the aid of a 532 11 Allen wrench
PULLEY SEA WATER
PUMP
s SCREW
11357
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON ASS 02322 617 S887700
CABLE WESTCORP AVON TELEX 24293
SERVICE BULLETIN V11
DATE May 20 1980 BULLETIN NUMBER 110
MODEL All
SUBJECT Ammeter Wire Sizes
Ammeters may be installed in conjunction with any Westerbeke marine diesel
engine or diesel generator set The range of the ammeter must be appropriate
for the maximum output of the alternator
Additionally the wire size for the alternator output circuit including the
ammeter varies with the total length of that circuit The table below shows
the maximum current that can be carried various total distances by various
wire sizes to and from source to load
HIRE SIZE TABLE
Total Length MAXIMUM System of wire in I
Volts feet 35 40 55 60 70 85 120
12 to 5 12 12 12 8 8 8 6
12 5 to 10 10 10 8 6 6 6 4
12 10 to 20 6 6 6 6 3 2 1
12 20 to 30 6 4 4 2 1 1 1
12 30 to 40 4 2 2 1 1 0 0
24 1 to 5 14 14 12 12 10 10 8
24 5 to 10 12 12 10 10 8 8 6
24 10 to 20 10 8 8 6 6 4 4
24 20 to 30 8 6 6 4 4 4 2
24 30 to 40 6 6 4 4 2 2 0
32 1 to 5 14 14 12 12 10 10 8
32 5 to 10 12 12 10 10 8 8 6
32 10 to 20 10 8 8 6 6 4 4
32 20 to 30 8 6 6 4 4 4 2
32 30 to 40 6 6 4 4 2 2 0
J H WESTERBEKE CORP
AVON INDUSTRIAL PARI AVON MASS 0222 CABLE WESTCORP AVON TEIEX 824444
PIN 24737
SERVICE May 6 1982 BULLETIN NUMBER 114
MODEL All Marine Oomesti c 14ater Heater Install ati on
Using Westerbeke Principle There are two 78 hose connections at the end of the manifold which pro
vide a parallel flow of engine cooling water to and from the heater These connections
are part of the which assures a flow of hot water through the heater at
all times and yet precludes excessive restriction of engine cooling water flow caused
by the heater all simply and Remove the returnbend which normally connects the 78 hose spuds on
engines as shipped from the factory Connect these spuds to the heater with 78 IO
wire inserted hose The spud marked outll indicates the flow from the engine and
the spud marked in indicates the flow returning to the engine
Hoses should rise continuously from their low point at the heater and to the engine
so that trapped air will rise naturally from the heater to the engine If trapped
air can rise to the heater then an air bleed petcock must be installed at the at the heater for bleeding the air while filling the system Avoid loops
hose runs which will trap air
If any portion of the engine cooling water circuit to or from the heater rises above
the engines own pressure cap then the pressurized remote expansion tank must be
installed in the circuit to be the highest point The tank kit Part Number is the remote expansion tank in a convenient location such as a sail locker
ease of checking fresh water coolant level
The cap on the engine mounted expansion tankmanifold should not be opened once the
system is installed and filled
The hose connection from the heater to the remote expansion tank should be routed
and supported so as to rise continuously from the heater to the tank enabling any air
in the system to rise
kits are available for retrofit to late 1980 1981 and 1982 Wester
beke marine engines which employ the twopass ll exhaust manifold The kit numbers
Kit 32276 for engines whose exhaust manifold is on the left side of
cylinder head W2l R060 W27 R08D W33
Kit 32274 for W13 and Kit 32275 for W52 and W58 engines whose exhaust
manifold is on the right side of the cylinder head
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 02322 617 5887700
CABLE WESTCORP AVON TELEX V 1 3
J I
EMOff ETN eEO
n e1lG1lE
SERVICE BULLETIN V14
DATE March 181983 BULLETIN NUMBER 121
MODEL All Mari ne Engi nes
SUBJECT Shift Cover Sealing
Shift covers on all are now being mounted on the trans
mission by the manufacturer with loctite orange thus eliminating the use
of the shift cover gasket PN 22207
This sealant will prevent the shift cover from moving out of its factory
adjusted position even after removal of the 4 mounting bolts PN 22208
and thus allow for the original factory adjusted shift pattern to be
maintained
IMPORTANT
Removal or disturbing of the shift cover will void all warranty responsibi
lity by Westerbeke
Any suspect to defect during the warranty period specified
by Westerbeke must be returned with the shift cover undisturbed and in its
original position Prior approval must be obtained for all to be removed repaired or returned RGA under To Master Distributors
Registered Manual List
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON ASS 02322 6f7 SBB77oo
CABLE WESTCORP AVON TELEX 33074
SERVICE November 16 19B3 BULLETIN NUMBER 129
MODEL Models lTA 15 20 Resistance Values WTA Model Generators
Provided below are resistance values for early and late model WTA generator units
SINGLE PHASE ELECTRICAL RESISTANCES FOR MODELS WTA 15 20 25KW
MODEL
MAIN STATOR
TlT2 T3T4
AUX COILS EXC STATOR
AlA2 A2A3 AlA3 FlF3 F2F4
I MAIN
ROTOR
ROTOR
REFER TO FIGURE C GENERATOR SCHEMATIC
15 20 005 005 015 009 009 20 30 32 07
152025 004 004 014 OOB OOB 23 34 30 OB
Values are in Ohms
NOTES
These values represent measurements taken with leads connected to bridge rectifier
Measurements for main rotor are taken from red dot terminal on rectifier to ground
Exciter measurements can be taken from terminal to terminal refer to operating
manual for rectifier testing
1 The above chart is intended for reference use only as a 10 percent tolerance on
these figures is common Comparison of ratios of actual readings to the above figures
is often a more accurate method of 2 If any abnormal variations cannot be isolated and symptoms are still evident
rontact your Distributor
J Early model WTA 15 20KW generator units can be distinguished from later model
WTA 15 20 25KW generators when checking resistance values by removing one of the
screens from the generator exhaust fan area and visually looking squarely into the
generator On early model WTA 15 20KW units no windings will be visible extending
beyond the opening exposed when this screen is removed
Later model WTA 15 20 25KW units will have about 12 5B inches of windings
visible in the opening Reference the drawing attached Figure A early models
15 20KW Figure B later models 15 20 25KW
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS OZ3ZZ 617 5887700
CABLE WESTCORP AVON TELEX 9Z4444
33544
Diodes moulIeJ
I Al I
I IA3
I I
c1ISE i TER ROTfJR l r l
I I I
I I I
II GROUNO
I I STUD
I I I I
I I I F2 I
4IH STATOR L J LrJ
eXCITER STATOR
User to insure this ground connection is made
NOTES F3 F4 are tied together with butt connector in harness from generator
to control panel
A1 A2 are accessible only at diodes located in generator housing
Fl black 16 wire connected to ground stud
3 white 16 wire from regulator plug connected to ground stud
SERVICE December 6 1983 BULLETIN NUMBER 133
MODEL W10Two W13 W21 127 W30 vJ33 J40 W50 t52 W58
W70 W80 W100 W120 All related Zinc Pencil 11885
A zinc pencil PN 11885 is located in the sea water cooling circuit of all primary
heat exchangers on the above models The purpose of the zinc pencil is to sacrifice
itself to electrolysis action taking place in the salt water cooling circuit This
zinc pencil should be periodically checked by unscrewing it from its mounting boss
on the exchanger For the location of the zinc on your model refer to the cooling
system section in your parts manual Replace the zinc pencil as inspection dictates
refer to Illustration A
Should material be flaking off the zinc it should be scraped clean or be replaced
by a good solid zinc pencil
If it appears that a lot of material has been flaking off the zinc then it is
advised that the end cap of the exchanger be removed and the flaked material be
cleaned from that area of the exchanger A new end cap gasket should be on hand in
case it is needed when replacing the end cap
Refer to Service Bulletin 84 when removing end caps made of rubber
ILLUSTRATION A
ZINC 11885 REPLACE J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 02322 6f7 5887700
CA8IE WESTCORP AVON TELEX 92
PIN 33577

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