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Westerbeke Diesel W 27a Parts Manual




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SERVICE MANUAL
DIESEL ENGINES
GENERATORS
MARINE DIESEL ENGINES
38B FOUR W33 42B FOUR
W27 W33A
R08D
W27A
MARINE DIESEL GENERATORS
WMD 11060Hz WMD 12560Hz 125 BTDA
WMD 8350Hz WMD 9450Hz 94 BTDA
110 BTO 125 BTD
83 BTD 94 BTD
PUBLICATION NO 43440
2nd Edition April 1998
WESTERBEKE CORPORATION MYLES STANDISH INDUSTRIAL PARK
150 JOHN HANCOCK ROAD TAUNTON MA 027807319 USA
CALIFORNIA
PROPOSITION 65 WARNING
Diesel engine exhaust and some
of its constituents are known to
the State of California to cause
cancer birth defects and other
reproductive harm
A gasses contain Carbon Monoxide an odorless and
colorless gas Carbon Monoxide is poisonous and can and death Symptoms of Carbon can Throbbing in Muscular
Vomiting
Weakness and Sleepiness Inability to Think YOU OR ANYONE ELSE EXPERIENCE ANY OF THESE SYMPTOMS
GET OUT INTO THE FRESH AIR IMMEDIATELY If symptoms persist
seek medical attention Shut down the unit and do not restart
until it has been inspected and repaired
SAFETY PREVENT BURNS FIRE
Read these safety instructions carefully Most accidents are
caused by failure to follow fundamental rules and Know when dangerous conditions exist and take the
A WARNING Fire can cause injury or precautions to protect yourself your your machinery Prevent
flash fires Do not smoke or permit flames or
The following safety instructions are in compliance with sparks to occur near the carburetor fuel line filter fuel
the American Boat and Yacht Council ABYC standards pump or other potential sources of spilled fuel or fuel
vapors Use a suitable container to catch all fuel when
PREVENT ELECTRIC SHOCK removing the fuel line carburetor or fuel filters
Do not operate with a Coast Guard Approved flame
arrester removed Backfire can cause severe injury or
A WARNING 00 not touch AC electrical connections death
while engine is running or when connected to shore
power Lethal voltage is present at these connections Do not operate with the air removed
Backfire can cause severe injury or death
Do not operate this machinery without electrical Do not smoke or permit flames or sparks to occur near the
enclosures and covers in place fuel system Keep the compartment and the
ator clean and free of debris to minimize the chances of
Shut off electrical power before accessing electrical fire Wipe up all spilled fuel and engine oil
equipment
Be aware diesel fuel will burn
Use insulated mats whenever working on electrical
equipment PREVENT BURNS EXPLOSION
Make sure your clothing and skin are dry not damp
particularly shoes when handling electrical equipment
Remove wristwatch and all jewelry when working on
A WARNING Explosions from fuel vapors can cause
injury or death
electrical equipment
Do not connect utility shore power to vessels AC Follow refueling safety instructions Keep the vessels
circuits except through a shiptoshore double throw hatches closed when fueling Open and ventilate cabin
transfer switch Damage to vessels AC generator may after fueling Check below for fumesvapor before run
result if this procedure is not followed ning the blower Run the blower for four minutes before
Electrical shock results from handling a charged capacitor starting your engine
Discharge capacitor by shorting terminals together
All fuel vapors are highly explosive Use extreme care when
PREVENT BURNS HOT ENGINE handling and storing fuels Store fuel in a
area away from equipment and out of
the reach of children
A WARNING 00 not touch hot engine parts or Do not fill the fuel tanks while the engine is running
exhaust system components A running engine gets
Shut off the fuel service valve at the engine when servicing
very hot
the fuel system Take care in catching any fuel that might
spill DO NOT allow any smoking open flames or other
Always check the engine coolant level at the coolant sources of fire near the fuel system or engine when servic
recovery tank ing Ensure proper ventilation exists when servicing the
fuel system
A WARNING Steam can cause injury or death Do not alter or modify the fuel system
Be sure all fuel supplies have a positive shutoff valve
In case of an engine overheat allow the engine to cool Be certain fuel line fittings are adequately tightened and
before touching the engine or checking the coolant free of leaks
Make sure a fire extinguisher is installed nearby and is
properly maintained Be familiar with its proper use
Extinguishers rated ABC by the NFPA are appropriate
for all applications encountered in this Engines Generators
SAFETY STARTING TOXIC EXHAUST GASES
A WARNING Accidental starting can cause injury A WARNING Carbon monoxide CO is a deadly gas
or death
Ensure that the exhaust system is adequate to expel gases
Disconnect the battery cables before servicing the engine discharged from the engine Check the exhaust system
generator Remove the negative lead first and reconnect regularly for leaks and make sure the exhaust manifolds
it last are securely attached and no warping exists Pay close
attention to the manifold water injection elbow and
Make certain all personnel are clear of the engine before
exhaust pipe nipple
starting
Be sure the unit and its surroundings are well ventilated
Make certain all covers guards and hatches are re
installed before starting the engine In addition to routine inspection of the exhaust system
install a carbon monoxide detector Consult your boat
BAnERY EXPLOSION builder or dealer for installation of approved detectors
For additional information refer to ABYC T22 educa
A WARNING Battery explosion can cause injury tional information on Carbon Monoxide
or death
Do not smoke or allow an open flame near the battery
A WARNING Carbon monoxide CO is an invisible
odorless gas Inhalation produces flulike symptoms
being serviced Lead acid batteries emit hydrogen a nausea or death
highly explostve gas which can be ignited by electrical
arcing or by lit tobacco products Shut off all electrical
Do not use copper tubing in diesel exhaust systems Diesel
equipment in the vicinity to prevent electrical arcing dur
fumes can rapidly destroy copper tubing in exhaust sys
ing servicing
tems Exhaust sulfur causes rapid deterioration of copper
Never connect the negative battery cable to the posi tubing resulting in exhaustwater leakage
tive connection terminal of the starter solenoid Do Do not install exhaust outlet where exhaust can be drawn
not test the battery condition by shorting the terminals through portholes vents or air conditioners If the engine
together Sparks could ignite battery gases or fuel vapors exhaust discharge outlet is near the waterline water could
Ventilate any compartment containing batteries to prevent enter the exhaust discharge outlet and close or restrict the
accumulation of explosive gases To avoid sparks do not flow of exhaust Avoid overloading the craft
disturb the battery charger connections while the battery
is being charged Although diesel engine exhaust gases are not as toxic as
exhaust fumes from gasoline engines carbon monoxide
Avoid contacting the terminals with tools etc to prevent gas is present in diesel exhaust fumes Some of the symp
bums or sparks that could cause an explosion Remove toms or signs of carbon monoxide inhalation or poison
wristwatch rings and any other jewelry before handling ing are
the battery
Vomiting
Always tum the battery charger off before disconnecting Dizziness
the battery connections Remove the negative lead first
and reconnect it last when servicing the battery Throbbing in ACID
Muscular twitching
Intense headache
A WARNING Sulphuric acid in batteries can cause Weakness and sleepiness
severe injury or death AVOID MOVING PARTS
When servicing the battery or checking the electrolyte
level wear rubber gloves a rubber apron and eye protec A WARNING Rotating parts can cause injury
tion Batteries contain sulfuric acid which is destructive If or death
it comes in contact with your skin wash it off at once
with water Acid may splash on the skin or into the eyes Do not service the engine while it is running If a situation
inadvertently when removing electrolyte caps arises in which it is absolutely necessary to make operat
Engines Generators
SAFETY INSTRUCTIONS
ing adjustments use extreme care to avoid touching ABYC NFPA AND USCG PUBLICATIONS FOR
moving parts and hot exhaust system components
INSTALLING DIESEL ENGINES
Do not wear loose clothing or jewelry when servicing Read the following ABYC NFPA and USCG publications
equipment avoid wearing loose jackets shirts sleeves for safety codes and standards Follow their recommenda
rings necklaces or bracelets that could be caught in tions when installing your moving parts
ABYC American Boat and Yacht Council
Make sure all attaching hardware is properly tightened Safety Standards for Small Craft
Keep protective shields and guards in their respective Order From
places at all times
ABYC
Do not check fluid levels or the drive belts tension while 15 East 26th Street
the engine is operating New York NY 10010
Stay clear of the drive shaft and the transmission coupling NFPA National Fire Protection Association
when the engine is running hair and clothing can easily Fire Protection Standard for Motor Craft
be caught in these rotating parts
Order NOISE NFPA
11 Tracy Drive
A WARNING High noise levels can cause hearing Avon Industrial Park
Avon MA 02322
loss
USCG United States Coast Guard
USCG 33CFR183
Never operate an engine without its muffler installed
Order From
Do not run an engine with the air intake silencer
removed US Government Printing Office
Washington DC 20404
Do not run engines for long periods with their enclosures
open
A WARNING Do not work on machinery when you
are mentally or physically incapacitated by MANUAL
Many of the preceding safety tips and warnings are repeated
in your Operators Manual along with other cautions and
notes to highlight critical information Read your maintain your equipment and follow all to install an engine should begin with a thor
ough examination of the American Boat and Yacht standards These standards are a combination of
sources including the USCG and the of the ABYC standards of particular interest are
H2 Ventilation
Pl Exhaust systems
PA Inboard engines
E9 DC Electrical systems
All installations must comply with the Federal Code FCR
Engines Generators
Engines Generators
TABLE OF Engine Shutoff Product Software 3 Engine with Manual Stop Standard 32
Model Designations 3 Optional Key Switch Shutoff 38B and 42B only 32
Notes Cautions and Warnings 3 Installing and Adjusting the Key Switch
Ordering PartsSerial Number Location 3 Shutoff Solenoid KeyStop
Solenoid System Operation
Checking Procedure 32
Testing for Overhaul How to Judge Engine Overhaul Period 6 Engine Adjustments Cause of Low Compression 6
Tightening the Cylinder Head 33
Measuring Compression Pressure 6 Adjusting Valve Clearance 33
Overhaul Conditions 6 Adjusting Fuel Injection Timing 33
Disassembly 6 Adjusting NoLoad Engine Speeds 34
Reassembly 7 Lubrication System Service Standards Description 35
Disassembly 35
Technical Data Oil Filter and Oil Pump 35
Tightening Torque 11 Inspection 35
General Screws l1
Oil Pump 35
Sealants 11 Reassembly 36
Engine Testing the Oil Pressure 36
Engine Parts Oil Pressure Switch 36
Cylinder Head Fuel System Construction 17 Description 37
Cylinder Head Service Fuel System Service 39
Disassembly 18 Disassembly 39
Inspection 18 Fuel Filter 39
Cylinder Head 18 Fuel Lift Pump 39
Valve Guide 18 Fuel Injection Pump 39
Valve Seat 18 Injector 40
Valve 19 Inspection 40
Valve Spring 19 Fuel Filter 40
Rocker Arm and Rocker Shaft 19 Fuel Lift Pump 40
Reassembly 19 Fuel Injection Pump 40
Partial Reassembly 20 Nozzle 40
Installation of Cylinder Head Assembly 20 Reassembly 40
Valve Clearance Adjustment 20 Fuel Filter 40
Fuel Lift Pump 40
Cylinder Block Injection Pump 40
Construction 21
Installation and Adjustment of Fuel
Cylinder Block Service Injection Pump 41
Disassembly 23 Injector 42
Inspection 23 Adjustment and Installation of Nozzle
Cylinder Block 23 Holder Assembly 42
Piston Piston Pin and Piston Rings 24
Connecting Rod 25
Raw Water Cooling Circuit Description
Crankshaft 25
Main Bearings and Connecting Rod Bearings 25 Raw Water Pump Service Gearcase 26
Pump Overhaul Raw Water Pump PN 33636 45
Timing Gears and Lube Oil Pump Gear 26 Disassembly 45
Camshaft 26 Inspection 45
Fuel Injection Pump Camshaft 26 Reassembly 45
Ball Bearings 26 Pump Overhaul Raw Water Pump PN 24143 46
Tappets 26 Disassembly 46
Push Rods 26 Inspection 46
Reassembly 26 Reassembly 46
Governor Fresh Water Cooling Circuit Description 31 Description 47
Disassembly 31 Fresh Water Cooling Service Inspection 31 Disassembly 48
Governor Lever 31 Inspection 48
Governor 31 Water Pump 48
Needle Bearing 31 Thermostat 48
Reassembly and Adjustment 31
Engines Generators
TABLE OF CONTENTS
Reassembly 48 Engine Wiring 70
Drive Belt Adjustment 48 Engine Wiring Schematic 36467 71
Admiral Control Panel Engine Wiring Diagram 36844 72
Description 49 Engine Wiring Schematic 36844 73
Engine Wiring Diagram 39144 74
Captain Control Panel Engine Wiring Schematic 39144 75
Description Standard Hardware Torques Panel
51 Metric Conversions Hourmeter Inoperative Generator Information Tachometer
Inoperative 51 Use of Electric Motors 78
Tachometer Sticking Required Operating Speed 78
Tachometer Inaccurate Generator Frequency Adjustment 78
Manual Starter Disconnect Toggle Switches 52 Generator Maintenance 78
Water Temperature Generator 78
and Oil Pressure Gauges 52 WMD Panel Early Models Description 79
Activation by Key Switch Disassembly Service Inspection 79
Description Reassembly 79
Adjustment and Repair WMD Generator Pinion Gap Inspection 54 No Electrical Output 80
NoLoad Test Flash Field Coils 80
Replacement of Field CoiJs 81
Starter Disassembly Low Voltage Output 81
Starter Inspection High VOltage Output 82
Solenoid Solenoid with Throttle Linkage 82
Inspecting the Armature 56 WMD Generator AC Internal Wiring Diagrams Brush and Brush Holder Inspection Field
Coil Inspection 57 WMD Generator DC Electrical System Starter Adjustment and Reassembly 57 WMD
Generator Wiring Diagram 24700 84
WMD Generator Wiring Schematic 24700 85
DC Electrical System Description 58 BT Generator Engine 12Volt Control Circuit 58 Description
Charging System BT Generator Alternator Residual Voltage Check Checking for roper Voltage
Bridge Rectifier 89
Battery Maintenance 59 Testing the Bridge Rectifier for Faults with
Glow Plugs an Ohmmeter Service Internal Wiring Diagram 90
Description 60 Component Resistance Values 91
Alternator 60 Models 110 125A BT 91
Testing the Charging Voltage 60 Component Resistance Checks 91
Output Test 61 Exciter Stator Windings 91
Disassembly 61 Exciter RotorField 92
Inspection 62 Main Stator Windings 93
Diode 62 Compound Transformer 93
Checking for Short Circuit 62 Selector Switch 93
Checking for Open Circuit 62 Bridge Rectifier 93
Checking Diode Trio 62 NoLoad Voltage Adjustment 94
Stator 63 VoltageHertz Connection Bar 94
Field Coil Rotor 63 BT Generator AC Voltage Connections Checking Brush and Brush Spring 63
Generator Frequency 95
Checking the Slip Ring 63 BT Generator 6 Terminal Block Regulator 63 Wiring Connections 96
Reassembly 64
BT Generator DC Electrical System BT Generator Wiring Diagram 34651 98
DC Electrical System BT Generator Wiring Diagram 36412 100
Engine Wiring Diagram 24666 66 BT Generator Wiring Schematic 36412 101
Engine Wiring Schematic 24666 67
Engine Wiring Diagram 33685 68
Engine Wiring Schematic 33685 69
Engines Generators
service manual contains detailed information relating to NOTES CAUTIONS AND WARNINGS
the proper operation of the major components and systems of
the engine or generator Included are disassembly inspection As this manual takes you through the service procedures
maintenance schedules and of your and reassembly instructions for the guidance of suit
critical information will be highlighted by
ably equipped and staffed marine engine service and rebuild
NOTES CAUTIONS and WARNINGS An explanation fol
ing facilities The necessary procedures should be undertaken
lows
only by such facilities and their personnel Refer also to parts catalog when performing an engine over NOTE An
operating procedure essential to SOFTWARE A CAUTION Procedures which if
not software tech data parts lists manuals brochures
observed can result in the damage or destruction of
and catalogs provided from sources other than WESTER your are not within WESTERBEKES CANNOT BE RESPONSIBLE
FOR THE
CONTENT OF SUCH SOFTWARE MAKES NO WAR A WARNING Procedures which if not properly fol
RANTIES OR WITH RESPECT lowed can result in personal injury or loss of INCLUDING ACCURACY
TIMELINESS THEREOF AND WILL IN NO EVENT
BE LIABLE FOR ANY TYPE OF DAMAGE OR INJURY
ORDERING PARTSSERIAL NUMBER IN CONNECTION WITH OR ARISING OUT Whenever replacement parts are
needed for engines always
OF THE FURNISHING OR USE OF SUCH SOFTWARE provide the engine model number and engine serial number
as they appear on the silver and black customers should also keep in mind the
plate located on the manifold For generators provide the
time span between printings of WESTERBEKE product soft
generator model number engine serial number and and the unavoidable existence of earlier WESTER
serial number as they appear on the silver and black decal
BEKE manuals In summation product software provided
located on the generator end
with WESTERBEKE products whether from WESTER
BEKE or other suppliers must not and cannot be relied as the definitive authority on the respective prod
uct It not only makes good sense but is imperative of WESTERBEKE or the sup
plier in question be consulted to determine the accuracy of the product software being consulted by
The engine serial number can also be found stamped into MODEL DESIGNATIONS
engine block just above the injection pump The manual contains certain descriptions procedures and
serial number is stamped into the generator housing on that vary depending on the flat surface on the
left side of the Where references to specific models are necessary You must provide us with this information so
we may prop
three basic model group designations are used erly identify your In addition include a
complete part description and part number for each part
A MODELS B MODELS C MODELS needed see the separately furnished Parts List Also insist
GENERATORS GENERATORS GENERATORS
upon WESTERBEKE packaged parts because will fit or
ENGINES ENGINES ENGINES generic parts are frequently not made to the same
specifica
60Hz 50Hz 60Hz 50Hz 60Hz 50Hz
388 Four 110 BTD 83 BTD W33 WMO 125 WMD94 42B Four 125 BTDA 94 BTDA
tions as original equipment
W27 WMD110 WMD83 W33A 125 BTD 94 BTD NOTE Component locations in this manual are referenced
R080 from the front of the engine which is the pulleydrive
belt end
W27A 110 BTD 83 BTD Left and right sides are determined as follows imagine
straddling the engine facing in the same direction as the
front of the engine the left side is at your left the right side
is at your right
Engines Generators
INTRODUCTION
Owners may find it convenient to fill in the data on the decal or shown below to provide a quick reference when using this service manual
SPECIFICATION 50 HZ 60
MODEL
RPM
KW
KVA
VOLTS
AMPS
ENG HP
ENG SER NO
GEN SER NO
PFIPHASE
WIRES
RATING
INSUL CLASS
TEMP RISE
BAlTERY
CD
GENERATOR DECAL
PROPULSION ENGINE Engines Generators
A MODELS B MODELS C MODELS
ENGINES
GENERATORS
ENGINES
GENERATORS ENGINES
GENERATORS
60Hz 50Hz 60Hz 50Hz 60Hz 50Hz
38B Four 110 BTD 83 BTD W33 WMD 125 WMD 94 428 Four 125 BTDA 94 BTDA
W27 WMD 110 WMD 83 W33A 125 BTD 94 8TD
RD80
W27A 110 BTD 83 BTD
Engine Type Vertical inline 4cycle QHV with heat exchanger diesel
4
Bore Stroke 287 x 307 in 73 x 78 mm 307 x 307 in 78 x 78 mm
Total Displacement 796 cu in 130 liters 909 cu in 149 Chamber
Swirl chamber Ratio Order
Timing Engines 23 15 Generators 19 Pump
Bosch M Nozzle Throttle
Centrifugal flyweight type
Fuel Diesel 2 cetane rating 45 or Forced
lubrication trochoid pump
Oil Filter Paperelement filter full flow type 5 liter capacity
Sump Capacity 50 quarts 48 liters not including filter
Filter requires approximately 5 quarts 5 Water Pump Centrifugal type
Fresh Water approximate 80 quarts 75 liters
Raw Water Pump Positive displacement Neoprene Motor 12
volts 16 kW reduction type
DC Alternator 12 volt 50 amp internal voltage Angle 15
Continuous in all directions
20 Temporary 20 Battery 12 volt 300 CCA or Value
Standard 455 psi at 280 rpm 32 kgcm2
Minimum 370 psi at 280 rpm 26 kgcm2
Overhaul 312 psi at 280 rpm 22 355
psi 25 kgcm 2
Engines Generators
TESTING FOR OVERHAUL
HOW TO JUDGE ENGINE OVERHAUL PERIOD 5 Install a pressure gauge adapter in the first injector hole
or glow plug hole to be tested
Cause of Low Compression 6 Connect the pressure gauge to the the time at which an engine should be
overhauled 7 Crank the engine with the starter motor until the pressure
is determined by various conditions such as lowered engine reaches a maximum value Read the engine rpm and the
power output decreased compression pressure and increased pressure gauge when the starter rotation has become sta
fuel and oil consumption The lowered engine power output ble
in the case of diesel engines is not necessarily due to trouble 8 Repeat the above procedure for each the engine itself but is sometimes caused
by wear or injection pump wear It is most reasonable to 9 If the compression differs by more than 427 psi 30
judge by a decrease in compression pressure The decrease in kglcm2 at 200 rpm then determine the cause of the pressure is caused by many
factors It is there pressure and repair as necessary to determine a cause or causes on the basis of NOTE Do not guess the
conditions of other cylinders from a
data of periodic inspection and maintenance Oil analysis on result of testing one cylinder Be sure to measure the com
a seasonal basis is a good means of monitoring engine inter pression pressure for each cylinder Look for cylinders with
nal wear When caused by worn cylinders or piston rings the dramatically at least 20 lower compression than the symptoms will occur
age of the other cylinders If the weak cylinder is flanked by
Low engine power output healthy cylinders the problem is either valve or headgasket
related Very low compression in an adjacent cylinder points
Increased fuel consumption to gasket failure Abnormally high readings on all cylinders
Increased oil consumption indicate heavy carbon a condition that might
Hard engine starting be accompanied by high pressures and noise
Noisy engine operation NOTE In case of severe vibrations and detonation noise
have the injectors overhauled by an authorized fuel symptoms often appear together Increased fuel con service center Poor fuel quality
contaminates and loss of
sumption and hard engine starting can result also from exces positive fuel pressure to the injection pump will result in
sive fuel injection improper injection timing and wear of injector faults
plugs and nozzles They are caused also by defective electri
cal devices such as the battery alternator starter and glow OVERHAUL Therefore it is desirable to judge the optimum engine
Compression pressure tends to increase a little in a new
overhaul time by the lowered compression pressure caused
engine until piston rings and valve seats have been broken in
by worn cylinders and pistons plus increased oil consump
Thereafter it decreases gradually with the progress of wear
tion In diesel engines satisfactory combustion is obtained
of these parts
only under sufficient compression pressure If an engine
lacks compression pressure incomplete combustion of fuel When decrease of compression pressure reaches the repair
will take place even if other parts of the engine are operating value the engine must be To judge the period of engine overhaul it is impor
The engine requires overhaul when oil consumption is high
tant to measure the engine compression pressure regularly At blowby evident and comprssion valves at minimum or
the same time the engine speed at which measurement of below Engine compression should be 32 kglcm2 at pressure is made should be
checked because the rpm See SERVICE STANDARDS pressure varies with engine rpm
NOTE The SERVICE STANDARDS chart gives the values for
The engine rpm can be measured at the front end of the repair or replacement of the engine components Refer
these values and measurements during engine Compression Pressure check the
compression pressure follow this procedure 1 Before disassembly and cleaning carefully check for
defects which cannot be found after disassembly and
1 Warm the engine cleaning
2 Remove all the fuel injectors or all the glow plugs from 2 Drain water fuel and oil before disassembly
the cylinder block
3 Clean or wash the engine exterior
3 Disconnect the fuel solenoid from the throttle arm gen
erator models only 4 Do not remove or disassemble the parts that require no
Place the stop lever in the OFF position propulsion mod
els only
Engines Generators
TESTING FOR OVERHAUL
5 Perfonn disassembly in a proper order using proper tools
Keep disassembled parts in order Apply oil when neces
sary Take special care to keep the fuel system parts free
from the intrusion of dust and Prepare all parts necessary for Clean or wash the parts Apply oil on surfaces where
needed or specified
3 Carefully check gaskets packings and oil seals even if
not specified to check Replace with new ones if defec
tive
4 Be sure to install in proper directions and positions
Pay attention to dowel pins mating marks and specified
directions Where tightening torque is not specified
tighten evenly to an ordinary torque Apply sealant where
specified
5 After completion of the reassembly manually rotate the
engine crankshaft two complete revolutions to ensure
there is no binding or obstructions Prepare for starting
the engine and idle the engine sufficiently for a test run
Engines Generators
SERVICE SERVICE STANDARDS specify the values at which A MODElS B MODELS
C MODELS
the engine components will require REPAIR replacement is GENERATORS GENERATORS
GENERATORS
ENGINES ENGINES or REPLACEMENT due to maximum component 60Hz
50Hz 60Hz 50Hz 60Hz 50Hz
wear It is important to observe these standards for your 388 Four 1108TD 83 BTO W33 WMD 125 WMD94 428 Four
125 BTDA 94 and to take action when necessary to main W27 WMD110 WMO 83 W33A 12SBTD 94 BTD
tain a high level of safety dependability and performance RD80
W27A 110 BTO 83 BTD
All measurements are in mm unless otherwise noted
To convert mm to inches multiply by 03937
REPAIR or
DESCRIPTION MODELS STANDARD VALUE replacement REPLACEMENT
Required at Required at
ENGINE COMPRESSION PRESSURE A B C 32 kgcm2 at 280 rpm 26 kgcm 2
DIFFERENCE max A B C 25 kgcm 2
INJECTION ORDER A B C 1342
INJECTION TIMING A B C 2315 Propulsion
BTDC on compression stroke 1915 Generator
CYLINDER HEAD
Bottom surface distortion A B C Within 005 01
Valve seat angle IN and EX A B C 45
Valve seat width IN and EX A B C 13 18 25
Valve seat sinkage A B C 1213 1
VALVE CLEARANCE IN and EX A B C 025 when engine is cold
VALVE
Stem 00 A C 66
B 8
Stem to guide clearance
Intake A B C 012 010
Exhaust A B C 025 015
Valve face angle A B C 45
Valve head thickness margin width A C 10 05
B 15 05
VALVE SPRING
Free length A C 43 417
8 4585 445
Installed loadlength A C 140 kg 07 kg36 mm 15
8 279 kg 14 kg373 mm 15
Squareness A 8 C 15
ROCKER ARM
Arm to shaft clearance A B C
CYLINDER BLOCK
Camshaft hole 10
Front bushing A B C 45
Cylinder bore A C 73 02 95 Replace
block
or sleeve
B 78 02 95 Replace block
or sleeve
Cylinder bore oversize finish tolerance A 8 C oto 003 for each oversize
Taper of cylinder A 8 C within 001
NOTE Valve seats are a part of the cylinder head A machine shop can install valve seats and cut the seats to properly fit the valves
Engines Generators
SERVICE STANDARDS
All measurements are in mm unless otherwise noted
To convert mm to inches multiply by 03937
REPAIR or
DESCRIPTION MODELS STANDARD VALUE replacement REPLACEMENT
Required at Required at
PISTON
00 skirt end A 73
B C 78
Piston to cylinder clearance A B C 007008 178 03 BIO
Oversize A B C 025 050 075
PISTON PIN
Type A C Semifloating type
B Fullfloating type
00 A C 19
B 23
Piston to pin clearance B 002 slight force fitheat 008
Pin to connecting rod clearance A C Pressfit load 500 1500 kg
B 014 038 015 015
Piston protrusion above block surface A B C 06 11
PISTON RINGS
Number of compression rings A B C 3 No1 chrome plated barrel type semi
keystone No2 and NO3 taper ring
Number of oil rings A B C 1 chrome plated with coil expander
Ring side clearance
Compression No1 A B C 06 11 03
No2 3 A B C 05 09 02
Oil ring A B C 03 07 02
Ring gap A B C 22 040 125 15
CONNECTING ROD
Bend and distortion A B C 015
Sideplay clearance A B C 01 035 05
CONNECTING ROD BEARING
Standard Type A B C Kelmet metal with back metal
Oil clearance A B C 0035 005 006 015
Undersize A B C 025 050 075
CRANKSHAFT
Bend A B C 005
End play A B C 006 03 03
Main 00 A C 52 015 090
B 57 015 090
ConnOO A C 42 015 090
B 48 015 090
Undersize finish tolerance
Main common to all A C 00015
B 0040 0055
Conn common to all A B C 0035 0050
MAIN BEARING
Standard type A B C Kelmet metal with back metal
flanged metal for center bearing only
Oil clearance A B e 004 005 06 010
Undersize A B C
continued
Engines Generators
All measurements are in mm unless otherwise noted
SERVICE STANDARDS
mc h
11o convert mm to i
es mu I bv 0393 7
tlply
REPAIR or
DESCRIPTION MODELS STANDARD VALUE replacement REPLACEMENT
Required at Required at
CAMSHAFT
Front bearing A B C Lead bronze alloy with back metal
Oil clearance A B C 004 008 010 015
Cam lobe height IN and EX A B C 356 357 10
PUMP CAMSHAFT
Front bearing A B C Ball bearing
Cam lobe height A B C 44 10
TAPPET
00 A B C 23
Tappet to cylinder block clearance A B C 025 050 015
PUSH ROD
Bend A B C Within 03
LUBRICATION
ENGINE OIL
Oil API service A B C Class CF or CG4
Viscosity above 20C A B C SAE30 or 10W30
5 to 20C A B C SAE20 or 10W30
below 5C A B C SAE 10W30
OIL PUMP
Trochoid type A B C
Check valve opening pressure A B C 4 04 kgcm 2 at 500 rpm of pump speed
Outer rotor to body clearance A B C 015 02 03
Outer rotor to inner rotor clearance A B C 005 012 025
Rotor to cover clearance A B C 003 007 020
OIL PRESSURE SWITCH
Contact closing pressure
Engine A B C 4 6 psi normally open
Generator A B C 4 6 psi normally open
FUEL SYSTEM
FUEL INJECTION PUMP
Model NOPFT4M A B C
At smoke set SS
Pump speed A C 1500 rpm 275 10 mm3st
Pump speed B 1500 rpm 38 10 mm 3st
At start set MS
Pump speed A C 150 rpm 34 5 mm3st
Pump speed B 150 rpm 36 75 mm3st
Difference from reference cylinder A B C Within 2 mm3rev cylinder
Prestroke A B C 22 01
NOZZLE
Throttle type A B C
Model NOON4S024 A B C
Injection start pressure A B C 120 10 kgcm 2
Engines Generators
TECHNICAL DATA
TIGHTENING TORQUE
DESCRIPTION MODELS TYPEQUANTITY TIGHTENING TORQUE HEAD BOLT A
C M12 bolt 10 115 125 wet
A C M10 bolt 4 65 80 wet
B M14 bolt 10 15 16
B M14 bolt 4 tappet side 10 PULLEY NUT A C M18t
15 20
B M20 2025
MAIN BEARING CAP BOLT A B C 5 ROD CAP NUT A
C 32 ROD CAP BOLT B
55 60
FLYWHEEL MOUNTING BOLT with flange A B C 13 14
8T WITH WASHER OLD A B C 115 125
OIL DRAIN HOSE BANJO BOLT A B C 56
OIL FILTER A B C 11 13
FUEL INJECTION PUMP
Delivery valve holder A B C 4 5
NOZZLE HOLDER
Holder mounting bolt A B C 15 2
Holder body and retaining nut A B C 68
GLOW PLUG A B C 15 2
GENERAL SCREWS
BOLT DlA BOLT HEAD MARK
4 7 10
M6 03 05 08 10 10 13
M8 10 13 15 22 25 35
M10 18 25 30 42 50 70
M12 30 42 55 75 95 120
M14 50 70 80 110 160 190
SEALANTS
PARTS REQUIRING SEALANT SURFACES REQUIRING SEALANT SEALANT
where to mount sealant coated parts
Taper screw 12 I Thread portion Gear case Liquid Teflon
Taper screw 14 1 Thread portion Cylinder block right side pump cover Liquid Teflon
Taper screw 18 1 Thread portion Cylinder head rear surface Liquid Teflon
Water drain plug Thread portion Cylinder block right side rear middle portion Liquid Teflon
Oil pressure switch Thread portion Cylinder block right side surface Liquid Teflon
Side seal Periphery Main bearing caps No 1 and No5 Permatex 6B
Bearing cap No 1 Contact surface with cylinder block Permatex 6B
Engines Generators
ENGINE following table describes certain Note The engine s electrical system is protected by a 20
problems relating to engine service the probable causes of ampere manual reset circuit breaker located on a bracket on
these problems and the to overcome the left front side of the engine The preheat solenoid is
these problems mounted on the same bracket
PROBLEM PROBABLE CAUSE HARD STARTING LOW CRANKING SPEED
1 Engine oil viscosity too high 1 Replace engine oil with less viscous oil
2 Rundown battery 2 Recharge battery
3 Worn battery 3 Replace battery
4 Battery terminals loosely connected 4 Clean terminals and correct cables
5 Defective starter 5 Repair or replace starter
6 Defective main drive section 6 Check clutch for DEFECTIVE INJECTION SYSTEM
1 Air trapped in fuel passage 1 Bleed air from fuel system
2 Clogged fuel filter 2 Clean or replace filter
3 Low injection pressure 3 Adjust injection pressure
4 Inadequate spray 4 Clean or replace nozzle
5 Injection pump delivering insufficient fuel 5 Repair or replace injection pump
6 Injection too early 6 Adjust injection timing
MAIN ENGINE TROUBLES
1 Low compression
a Incorrect valve clearance a Adjust valve clearance
b Inadequate contact of valve seat b Lap valve
C Valve stem seized c Replace valve and valve guide
d Broken valve spring d Replace valve spring
e Compression leaks through cylinder head gasket e Replace gasket
f Piston ring seized f Replace piston and piston ring
g Worn piston ring and cylinder g Overhaul engine
2 Burnt glow plug 2 Replace glow plug
3 Faulty glow plug operation 3 Check glow plugs and solenoid
4 Incorrect governor lever position 4 Set lever to starting position
LOW OUTPUT LOW COMPRESSION See HARD STARTING
INJECTION SYSTEM OUT OF ADJUSTMENT
1 Incorrect injection timing 1 Adjust injection timing
2 Insufficient injection 2 Repair or replace injection pump
3 Low injection pressure 3 Check injection nozzle and adjust pressure
INSUFFICIENT FUEL
1 Air trapped in fuel system 1 Check and retighten connector
2 Clogged filter 2 Clean or replace filter
3 Contaminated fuel tank 3 Clean tank
INSUFFICIENT INTAKE AIR
1 Clogged air cleaner 1 Clean or replace air cleaner
Engines Generators
ENGINE PROBLEM PROBABLE CAUSE OUTPUT cont OVERHEATING
1 Low coolant level 1 Add coolant
2 Loose Vbelt 2 Adjust or replace Vbelt
3 Incorrect injection timing 3 Adjust injection timing
4 Low engine oil level 4 Add engine OIL OIL 1 Defective oil seals 1
Replace oil seals
2 Broken gear case gasket 2 Replace gasket
3 Loose gear case attaching bolts 3 Retighten bolts
4 Loose drain plug 4 Retighten plug
5 Loose oil pipe connector 5 Retighten oil connections
6 Broken rocker cover gasket 6 Replace gasket
7 Loose rocker cover attaching bolts 7 Retighten attaching bolts
OIL LEVEL RISING
1 Incorrectly positioned piston ring gaps 1 Correct ring gap positions
2 Displaced or twisted connecting rod 2 Replace connecting rod
3 Worn piston ring 3 Replace ring
4 Worn piston or cylinder 4 Replace piston and rebore cylinder
OIL LEVEL FALLING
1 Defective stem seal 1 Replace stem seal
2 Worn valve and valve guide 2 Replace a valve and valve FUEL ENGINE BODY 1 Noisy knocking
1 See KNOCKING
2 Smoky exhaust 2 See SMOKY EXHAUST
3 Moving parts nearly seized or excessively worn 3 Repair or replace
4 Poor compression 4 See LOW COMPRESSION HARD STARTING
5 Improper valve timing 5 Adjust
6 Improper valve clearance 6 Adjust
INSUFFICIENT INTAKE AIR
1 Air intake obstructed 1 Clean or remove obstruction
NOZZLE TROUBLES
1 Seized nozzle 1 Replace
2 Worn nozzle 2 Replace
IMPROPER FUEL Replace with proper fuel
FUEL LEAKS Find fuel leaks
SMOKY EXHAUST WHITISH OR PURPLISH
1 Excessive engine oil 1 Correct oil level
2 Excessive rise of oil into combustion chamber
a Poor piston contact a Check
b Seized piston ring b Replace or clean
c Excessive clearance c Replace or correct
Engines Generators
ENGINE PROBLEM PROBABLE CAUSE EXHAUST cont WHITISH OR PURPLISH cont
d Worn valve stem and valve guide d Replace
e Low engine oil viscosity e Replace
f Excessive oil pressure 1 Correct
3 Injection timing is too late 3 Adjust
4 Insufficient compression 4 See LOW COMPRESSION HARD STARTING
BLACKISH OR DARK GRAYISH
1 Engine body troubles
a Poor compression a See LOW COMPRESSION HARD STARTING
b Improper valve clearance h Adjust
2 Insufficient intake air air cleaner clogged 2 Clean air cleaner
3 Improper fuel 3 Replace with proper SOUND CRANKSHAFT AND MAIN BEARING
OR NOISE 1 Badly worn bearing 1 Replace bearing and grind crankshaft
2 Badly worn crankshaft 2 Grind crankshaft
3 Melted bearing 3 Replace bearing and check lubrication system
CONNECTING ROD AND CONNECTING ROD BEARING
1 Worn connecting rod big end bearing 1 Replace bearing
2 Worn crankpin 2 Grind crankshaft
3 Bent connecting rod 3 Correct bend or replace
PISTON PISTON PIN AND PISTON RING
1 Worn cylinder 1 Rebore cylinder to oversize and replace piston
2 Worn piston pin 2 Replace piston
3 Piston seized 3 Replace piston and rebore cylinder
4 Piston seized and rings worn or damaged 4 Replace piston and rings
VALVE MECHANISM
1 Worn camshaft 1 Replace
2 Excessive valve clearance 2 Adjust
3 Worn timing gear 3 Replace
4 Worn fan pulley bearing 4 OPERATION INJECTION PUMP 1 Uneven injection
1 Adjust injection or replace parts
2 Control rack 2 Disassemble check and correct injection pump
3 Worn delivery valve 3 Replace
4 Inadequate injection nozzle spray 4 Replace injection nozzle
GOVERNING SYSTEM
1 Governor lever 1 Check governor shaft and correct operation
2 Fatigued governor spring 2 Replace
Engines Generators
ENGINE PROBLEM PROBABLE CAUSE ENGINE KNOCKS WITHOUT MUCH SMOKE
1 Faulty injector 1 Foul exhaust rebuild injector
2 Bent rod 2 Fuelish exhaust check compression repair
3 Main engine troubles
a Overheated cylinder a See OVERHEATING LOW OUTPUT
b Carbon deposits in cylinder b Clean
4 Too early injection timing 4 Correct
5 Too high injection pressure 5 Correct
6 Improper fuel 4 Replace with proper fuel
KNOCKING WITH DARK SMOKE
1 Poor compression 1 See LOW COMPRESSION HARD STARTING
2 Injection pump a Worn plunger a Replace
b Pinion is not in mesh with control rack b Correct
c Broken delivery valve spring c Replace
d Worn delivery valve seat d Replace
3 Improper nozzle
a Poor spray a Clean or replace nozzle
b Poor chattering b Repair or replace nozzle
c drip c Repair or replace nozzle
d Nozzle needle valve seized d 1 Fuel filter clogged 1 Clean or SOUND 2 Fuel pipe
sucks air 2 Retighten pipe joints or replace pipe
3 Water mixed in fuel 3 Replace 1 Vbelt slackening or slippery with oil 1 Adjust replace or
clean
2 Damaged water pump 2 Replace
3 Lack of coolant 3 Add
4 Faulty thermostat 4 Replace
5 Low oil level or poor oil quality 5 Add or change
6 Knocking 6 See KNOCKING
7 Moving parts seized or damaged 7 Replace
Engines Generators
ENGINE PARTS EXHAUST VALVE
CYLINDER HEAl
TAPPET
DRIVE BELT
CAMSHAFT
REAR OIL SEAL
CRANKSHAFT PULlEY
GEAR CASE
CBANKSHAFT GEAR
OIL SCREEN
SIDE VIEW
INTAKE SILENCER
EXHAUST MANIFOLD
NOZZLE HOLDER
CYLINDER HEAO
INJECTION PUP CONNECTING ROD
JIII ROD
CAMSHAFT
PUMP CAMSHFT
FRONT VIEW
Engines Generators
CYLINDER The cylinder head gasket is made of carbon graphite It is
provided with stainless steel sheet grommets around the
The cylinder head is of an overhead valve type made of
bores for improved heat and pressure resistance The special cast iron and has an excel1ent cooling
requires no sealant when The crossflow type cylinder head provided with its
intake port on the righthand side and te exhaust port on the Intake valves are made of steel and have a
lefthand side ensures high efficiency head to provide greater intake efficiency The
heads of the exhaust valves are protected against high tem
ROCKER SHAFT peratures by a special steel facing welded to
the valve head
Valve springs are coated with red enamel which marks the
rocker arm end to aid in proper placement of the spring dur
ing assembly The spring retainer and retainer lock are com
mon to intake and exhaust valves The valve stem seal at the
top of the valve guide prevents downward seepage of oil into
the combustion chamber The high speed engines 3000 rpm
and over are provided with a valve spring seat between the
valve springs and cylinder head
CYLINDER HEAD
VALVE GUIDE
The precombustion chamber is of a swirl chamber made of heat resisting steel and is press fitted
in the cylinder head This chamber therefore requires no and exhaust valve guides are made of sintered alloy
and are commonly usable in either port The valve guides are
VALVE STEM to improve wear seats when needed can be installed by a competent
and knowledgeable machine shop Rocker arm rocker shaft and stay The rocker arms are
made of special cast iron and are gas carbonized on the entire
surface An oil hole is on the upper side of each arm The
ROCKER COVER rocker arm shaft is a carbon steel tube the interior of which
forms a lubricant passage The rocker arm area of the shaft is
Four rocker shaft stays of aluminum
alloy casting are used The rearmost stay forms an oil pas
CYLINDER HEAD sage connected to the cylinder head The rear stay is identical
to the front stay
Intake manifold and exhaust manifold An intake manifold
with its gasket is on the right side of the cylinder head and an
exhaust manifold is on the left side of the cylinder head The
shape of each maniold depends on the engine model
The crankcase vent system allows blowby gases produced in
the cylinder block to circulate inside the engine thus prevent
ing them from exhausting This system leads blowby gases
from the cylinder block through tappet holes and push rod
holes into the rocker cover and further through the air
breather pipe rubber pipe into the air intake manifold so
that blowby gases are carried into the combustion chamber
and are burned during Engines Generators
CYLINDER HEAD 3 Check the lower surface of the cylinder head for distor
tion using a straight edge and a feeler
1 Remove the air breather pipe Remove the water bypass
hose if provided
2 Remove the fuel injection lines
3 Remove both the intake manifold and exhaust manifold
Remove the rocker cover
S Remove the rocker arms and rocker shaft as an assembly
6 Remove the push rods
7 Remove the cylinder head assembly by loosening the
head bolts in the numerical order shown below
CHECKING CYLINDER HEAD DISTORTION
Valve Guide
1 Check the valve stem to guide clearance If the replace
ment value is reached replace the valve guide and valve
2 To remove an existing guide press it upward with a dri
ver from under the cylinder head To install a new guide
press it into the top of the cylinder head with a driver
CYLINDER HEAD BOLTS LOOSENING SEQUENCE until the specified height is obtained
8 Remove the cylinder head gasket 1205 MODELS A C
9 Partly disassemble the cylinder head assembly as fol
lows
a Remove the thermostat housing Remove the thermo
stat and thermostat gasket VALVE GUIDE
b Remove the fuel injectors and sealing washers
c Remove the glow plug lead wires and remove the
glow plugs INSTALLING VALVE GUIDE
d Using a valve spring com presser compress the
spring for each valve Remove the retainer lock Valve Seat
and then remove the retainer spring and valve Place
1 Check each valve seat for damage and improper contact
the removed valves and other parts in order by each
If necessary correct it as shown in the illustration After
cylinder
correction lap the valve into the seat using lapping com
e A valve spring seat of 2mm thick for each spring is fit pound
ted on the cylinder head surface Be careful not to lose
NOTE Correction of a valve seat should be done after the
the spring seats
valve guide has been checked and if necessary 2 If the valve seat sinkage reaches the
replacement value
see SERVICE STANDARDS install a new valve Head
NOTE See SERVICE STANDARDS for tolerances and
29 t
1 Before cleaning the cylinder head check it for cracks
damage and water leaks
2 Hot tank the cylinder head to thoroughly clean all sur
faces and oil passages INTAKE SIDE EXHAUST SIDE
CORRECTING VALVE SEAT
Engines Generators
CYLINDER HEAD SERVICE
3 Check the valve seat sinkage by measuring the installed
length of each valve assembly When measuring the size
up to the top of the valve spring retainer include retainer
thickness at the conar of 17 03 mm
STANDARD
VALUE
CHECKING INSTALLED LENGTH OF VALVE SPRING
VALVE SEAT SINKAGE
f t NOTE The thickness of the valve spring retainer collar is 17
4 Check the valve seat inserts jf provided for proper fit
Replace any that fit loosely
Valve
1 Check the valve face and stem for excessive wear dam
age and distortion If there is any correct or replace the
valve
2 If the replacement value of the valve head thickness is
reached replace the valve
3 Check each valve stem for wear and pitting in the areas
shown by the arrows in the illustration If necessary cor
rect or replace the valve 3 Check the squareness of each spring Replace the spring
if it tilts 1r
SQUAREjjD
GAUGE
CHECKING SPRING SQUARENESS
Rocker Arm and Rocker Shaft
1 Check the valve contact surface of each rocker arm for
CHECKING VALVE excessive wear and damage If there is any replace the
rocker arm Check the push rod contact surface of each
adjusting screw for wear and damage If there is any
replace the screw
Valve Spring 2 Measure the rocker arm 10 and shaft 00 If the differ
ence between them is excessive replace the rocker arm
1 Check the valve springs for cracks and damage
2 Measure the free length and load of each spring Replace REASSEMBLY
the spring if excessively deteriorated To reassamble the cylinder head reverse the order of disas
sembly taking care to observe the following Engines Generators
CYLINDER HEAD SERVICE
Partial Reassembly 3 Be sure to use only new gaskets and packings Apply
sealant to the specified sealing points
1 Press in the valve guides to the specified height For the
installation procedure see Valve Guide
Valve Clearance Adjusbnent
2 Install the valve stem seals securely on the valve guide
Position the piston in 1 cylinder at the top of its compres
3 Apply oil to the valve stems and insert them into the sion stroke Observe the valves and timing mark on the front
valve guides Install the springs retainers and retainer crankshaft pulley TDC when doing this Adjust the valve
locks in that order clearances for cylinder 1 Rotate the crankshaft 90 in the
4 To assemble the rocker arms and shaft place the rocker normal direction of rotation clockwise and adjust the valves
shaft in such a manner that the mark 43 for the next cylinder in the engines firing order cylinder 3
mm hole at the front end of the shaft faces toward the Rotate the crankshaft another 90 and adjust the valves for
front of the engine Install the frontmost rocker arm and cy linder 2
retain it with a snap ring In a similar manner install the NOTE For additional information see Adjusting Valve
other rocker arms one after another Finally install the Clearance under ENGINE AD USTMENTS
rearmost rocker arm and retain it with a snap ring Then
install the assembly on the cylinder head When tighten ADJUSTING SCREW
ing the front and rear stays be sure to install the bolt LOCKNUT
seats and MARK
CLEARANCE COLD 025 MM
FRONT
ADJUSTING VALVE CLEARANCE
INSTALLING ROCKER ARMS O ROCKER SHAFT
S Tighten the glow plugs to the specified torque
6 Install the nozzle holders and tighten the bolts temporar
ily After installing the high pressure injection lines
retighten the bolts evenly to the specified torque Do not
reuse any sealing washers
7 Install the glow plug lead wires The glow plugs are a
taper sealed type they do not require gaskets
Installation of Cylinder Head Assembly
1 Install the cylinder head assembly with a new gasket The
gasket does not require any sealant
2 Tighten the cylinder head bolts to the specified torque in
the numerical order shown in the illustration Start with a
slight torquing of the bolts and after two or three stages
of moderate torquing finally tighten to the specified
torque see TECHNICAL DA1A Be sure to use a torque
wrench
J
O CD y
CYLINDER HEAD BOLT TIGHTENING SEQUENCE
See Engine Adjustment section
Engines Generators
CYLINDER The piston pins are hollow carbonized forgings When con
necting a piston to its rod a piston pin is pressfitted into the
The special iron casting cylinder block is of a full jacket small end of the rod
type in which cylinder liners are integrated with the The piston rings are made of
special cast iron Each piston is
provided with three compression rings and one oil ring The
outside surfaces of the top compression rings and oil rings
are hard chrome plated The top rings are of the semikey
stone type and the oil rings are provided with a coil
CYUNDER BLOCK
The main bearings are made of metalbacked copper sin
tered alloy Kelmet and an aluminum alloy To improve run
in they are coated with a leadtin alloy plating
on the journal surface and tin flashplating on the and tin flashplating over the entire bearing thrust is received by the flanged center bearing
On the front bearing area of the camshaft a copper alloy rolled bushing is crankshaft is a of carbon steel which
is supported by five bearings to provide high pins and oil seal contact areas are to improve wear resistance and
PISTON PISTON RINGS
The connecting rod has an Ibeam cross section and a hori
zontally split big end to provide high rigidity
The big end bearing is made of a metalbacked special cop
per alloy and is flashplated all over
The flywheel is made of cast iron and the ring gear is made The front piate and gear case The steel front plate is posi
of carbon steel and is to the flywheel The tioned by a dowel pin located in the upper part of the
gear teeth are camshaft area and a dowel pin in the lower part of the injec
The pistons are made of an aluminum alloy to reduce engine tion pump area It is bolted to the cylinder block through a
weight and to decrease bearing load during highspeed opera gasket On the left end rear surface the lube oil pump gear
tion Each piston forms a tapered cylinder with elliptical bearing housing is installed together with the gear case The
cross section contour so as to obtain the best contact with the aluminum casting gear case is attached to the front end sur
cylinder bore The piston crown surface has a cavity to face of the cylinder block through the front plate The case
improve fuel combustion houses the lube oil pump front bearing and the governor
related parts It serves also as a camshaft and idler gear thrust
stopper
Engines Generators
CYLINDER BLOCK
The tappet and push rod The tubular type tappets are chilI
hardened at the bottom and at low tempera
ture over the entire surface to improve wear resistance Each
tappet is offset from the cam center to prevent uneven wear
of the tappet bottom The steelbar push rods are flamehard
ened at each end
The Camshaft and Timing Gears The camshaft is a high
carbon steel forging The cam surface and journals are induc
tion hardened to improve wear resistance The shaft is sup
ported on three bearings the front bearing is a bush bearing
with the exception of a bushless bearing for engines pro
duced in the initial period of production while the middle
and rear bearings are in the holes cut in the cylinder block
All bearings are lubricated by a forced lubrication system
The camshaft rear journal has a slot for lubri
cating the rocker arms through the cylinder head The rear of shaft is provided with an oil escape hole
to let excess oil OFFSET OF TAPPET AND to the oil pan
The helical timing gears are finished by shaving and crown The injection pump camshaft is made of high carbon steel
ing to provide high durability and to reduce chattering Its cam surfaces are to improve wear
Valve timing is as follows resistance The front end of the shaft supported on a ball
bearing is connected to a gear The rear end is provided with
INTAKE VALVE OPENS EXHAUST VALVE CLOSES an Oldhams coupling groove for connecting to the oil pump
drive shaft
VALVE TIMING The highpressure oil pump is directly coupled to the injec
tion pump camshaft at the rear of the shaft mating into the
Oldhams coupling groove
The sheet metal oil sump has an oil drain hose that routes
from the lube oil drain plug to a bracket at the front side of
the engine
EXHAUST VALVE OPENS
VALVE TIMING
Intake valve opens BTDC 18
Exhaust valve closes ATDC 18
Intake valve closes ABDC 46
Exhaust valve opens BBDC 46
Engines Generators
CYLINDER BLOCK For removal of a the cylinder head and related parts refer A CAUTION Do not hammer a piston pin tD
to DISASSEMBLY under CYLINDER HEAD SERVICE remDve it A stuck piston pin which requires exces
2 For removal of the water pump and electrical equipment sive pulling force should be replaced Do not apply
refer to their respective sections a IDad of mDre than 3000 kg tD the pistDn pin set
3 Pull off the push rods then pull out the tappets upward ting tool
4 Remove the fuel filter
5 Loosen the crankshaft pulley nut then take off the pulley REMOVING PISTON PIN
and washer
6 Loosen the flywheel mounting bolts and remove the fly
wheel
7 Remove the back plate and rear oil seal case MARK
8 Remove the lube oil pump gear bearing housing Remove
the gear case but first it is necessary to remove the tie
rod located at the right front beside the injection pump
of the cylinder block and to remove the stopper spring
and tierod from the injection pumps fuel rack
A CAUTION Be sure tD separate the injection
pump rack from the tierod before removing the
BODY
gear case The front plate is bolted to the cylinder
block frDm inside the gear case therefore be care 18 Remove the main bearing caps Keep the caps and bear
ful nDt tD drive Dut the gear case tDgether with the ings in order for each cylinder It is necessary to meaure
front plate Also be careful not to damage the the crankshaft end play before removing the caps see
Crankshaft para 3 under CYLINDER BLOCK SER
dowel pins
VICE Mark the caps and rod with a number punch 1 4
as needed
9 Remove the fuel injection pump 19 Remove the Remove the governor weight bolts Remove the weights
Remove the pump camshaft bolt Cylinder Block
12 Remove the oil filter and the oil pump assembly Then 1 Check the cylinder block for cracks and damage If there
pull out the injection pump camshaft is any repair or replace the block Check the camshaft
front journal bushing for wear and damage If there is
13 Remove the gears Then remove the front plate
any replace the bushing using a special tool Tool
14 Remove the camshaft 033583
15 Turn the engine upside down Remove the oil pan and oil
screen
16 Remove the nuts from the big end of each connecting rod
A CAUTION The camshaff bushing is a fDrced
and remove the cap Push the piston and connecting rod fit in the cylinder block The camshaff bushing will
assembly upward out of the cylinder block Keep Hie be crushed or damaged when removed Take care
removed parts in order for each cylinder When pushing not to burn or scratch the bushing boss in the block
out the piston and connecting rod assembly put a as this will interfere with the installation of the new
wooden block against the cap mating surface of the rod bushing
so as not to damage the metal surface
17 When separating the piston from the connecting rod use BUSHING
the following procedures Keep the disassembled parts in
order for each set Take care to prevent confusion espe
cially for each set of piston and wrist pin
a Set the piston and connecting rod assembly on the
special tool piston pin setting tool body
h Insert the push rod of the tool into the piston pin hole
and press the pin out
REMOVING CAMSHAFT BUSHING
Engines Generators
CYLINDER BLOCK SERVICE
2 Check the water jacket for scale and corrosion Clean the 3 Measure the side clearance between each piston ring and
block thoroughly and ensure that all oil passages are its groove If necessary replace the ring
clean As to the semikeystone type top ring allow it to sink by
3 Check the cylinder walls for scratches dents and wear If its own weight into the groove then measure its depth
necessary repair by honing or boring Measure the cylin from the piston surface
der bore in rightangled directions A and B at three dif
ferent depths
FRONT
PISTON RING SIDE CLEARANCE
CHECKING CYUNDER WEAR
4 When cylinder bore wear is not excessive and only the
piston rings require replacement check the upper part of WEIGHT OF RING
the cylinder for ridge wear If any exists ream the cylin
der bore and hone when Piston Pin and Piston Rings
1 Check the piston for seizing scratches and wear If nec
essary replace the piston
2 Measure the piston OD Replace the piston if exces
sively worn If the clearance is exces
sively large machine the cylinder to an oversize bore or
replace the piston The piston OD should be measured 4 Measure the gap of each piston ring Replace the ring if
at the lower end of the skirt at right angles to the axis of its gap is excessively large To measure the ring gap
the piston pin hole insert a ring into the least worn place of the cylinder bore
skirt using a piston and measure the gap with a feeler
gauge
MEASURING PISTON 00 JLHG
RING GAP
Engines Generators
CYLINDER BLOCK Rod
JOURNAL
1 Using a connecting rod aligner check each connecting R25
rod for bending and distortion If necessary correct or
replace the rod
2 Measure the connecting rod thrust clearance with a rod
assembled on the crankshaft If the clearance is exces PIN
R 25
sive replace the rod assembly
3 Check the crankshaft end play If the specified limit is
exceeded replace the flanged No 3 main bearing To
check the end play install the man bearings crankshaft
and main bearing caps then tighten the cap bolts to the
specified torque Measure the end play with a dial gauge
held against the front end of the CONNECTING ROD THRUST Measure the crankshaft bend If excessive repair or
replace the Main Bearings and Connecting Rd Bearings
Check the surface of each bearing for flaking melting seiz
ing and poor contact If any of these conditions exist replace
the bearing
Fit the main bearings to the cylinder block and the connect
ing rod bearings to the connecting rods Tighten the bolts to
Measure the JD of eac bearing Then mea
sure the 00 of the crankshaft journals and pins to calculate
the oil clearance a plastigauge may be used If any oil clear
ance is excessive replace the corresponding bearing If an
excessive clearance still remains even after replacement of
the bearing grind the crankshaft to thf undersize 00 and
install the same undersize bearing
CRANKSHAFT 00
2 Check the crankshaft journals and pins for damage
seizure and other faults If excessively worn or damaged
machine to the undersize diameter At the same time
replace the corresponding main bearing or connecting rod
bearing with the same undersize bearing When machin
ing a crankshaft journal or pin to the undersize one be
sure to finish its fillets to R2S mm Check that all oil
passages in the crankshaft are clean and open
MEASURING CONNECTIN ROD BEARING 10
Engines Generators
CYLINDER BLOCK the gearcase body for cracks and damage and the oil
seal for damage Also check the governor related parts If the
camshaft thrust plug pressfitted in the gearcase has been
worn or damaged install a new thrust plug
22 04
PRESSFIT HEIGHT OF MEASURING INJECTION PUMP CAMSHAFT LOBE
CAMSHAFT THRUST PLUG
Ball Bearings
Check each ball bearing for excessive wear or damage and
Timing Gears and Lube Oil Pump Gear
for irregular or noisy rotation If there is any replace the
Check each gear for poor contact wear and damage If there bearing
is any replace the gear Also check the splined bore of the
lube oil pump gear for faults Tappets
1 Check the bottom of each tappet for cracks flaking and
Camshaft
nicks If any of these conditions exist replace the the clearance between the center journal and the
2 Check the clearance between each tappet and the block and between the rear journal and the cylinder
block If any clearance exceeds the specified limit
block If either or both clearances are excessive replace the
replace the front bushing or cylinder block Replace the
camshaft if the cam surface is damaged or the cam lobe is Push Rods
badly worn
1 Replace a push rod if both its ends are excessively worn
2 Place each push rod on a surface plate and check for
bending at the center of the rod If the bend exceeds the
specified limit correct or replace the rod
REASSEMBLY
A CAUTION Clean each part sufficiently Clean oil
passages sliding surfaces and rotating parts with spe
cial care
Before assembling apply engine oil to all sliding rotat
ing and press fit parts such as bearings and cylinder
inner walls
MEASURING CAM LOBE HEIGHT
Replace gaskets packings and oil seals with new ones
Fuel Injection Pump Camshaft Apply sealant to gaskets and packings and to the spec
Replace the camshaft if the cam surface is excessively worn ified sealing points
or damaged or if the Oldhams coupling is damaged Observe tightening torque and sequence where speci
fied For other parts tighten to the torque for ordinary
screws or bolts as the torque table specifies Check
clearances and end plays during assembly work
Engines Generators
CYLINDER BLOCK SERVICE
1 When the camshaft front bushing is pressed in align the 4 Install the main bearings to the cylinder block
bushing oil hole with the oil hole in the cylinder block NOTE The oil ports must be properly positioned and the
using a bushing installing tool For proper alignment bearing fitted correctly into the block recess
make a mark indicating the blocks oil hole position on
the front end face of the block After installing the bush 5 Install the crankshaft Apply engine oil to the journals
ing confirm that the oil holes are properly aligned with and pins
each other 6 Install the main bearing caps and tighten the cap bolts to the
specified torque Each cap carries an embossed arrow mark
CYLINDER BLOCK and numeral to prevent incorrect installation of the caps
When installing the No 1 and No5 caps apply sealant to
the upper surface cylinder block mating surface
FRONT
FRONT OF BLOCK
DRAW A MARK AT OIL HOLE CENTER
OF BLOCK BEFORE INSTAlliNG BUSHING
2 ALIGN BUSHING OIL HOLE WITH BLOCK
OIL HOLE PRESS IN BUSHING
2 When pressing in the idler gear shaft follow the align
ment and length of protrusion shown in the diagram
Failure to do so will result in low oil pressure during 7 Check the crankshaft end play
engine operation
MODelS A C265tO 5
S Apply sealant to the outside surface of both side seals
Press the side seals into the front and rear caps thus
completing the reassembly of the PRESSFiniNG IDLER GEAR SHAFT
3 When replacing the dipstick guide coat the new guide
without a flange with HERMESEAL 52B sealant then
pressfit into the cylinder block Pressfit to a height of
30 05 11811 00197 from the cylinder block
surfaceWhen installing the former type of guide which
is increased in diameter at the midpoint press it in until
caught in the hole There is no difference in the pressfit
position between the former type and later type guides INSTALLING
BEARING CAP
SIDE SEALS
LATERTYPE GUIDE FORMER GUIDE
GUIDE INTO BLOCK
Engines Generators
CYLINDER BLOCK SERVICE
9 Install the oil seal into the crankshaft rear oil seal case h Insert the assembled push rod piston pin and guide
Install the seal case to the cylinder block Remember to into the piston pin hole from the guide side and into
install the gasket Turn the crankshaft one complete revo the small end of the connecting rod In this case both
lution to ensure there is no unwanted binding the arrow front mark on the piston head and the
10 Install the back plate mark on the connecting rod are to be
positioned upward Before insertion apply engine oil
11 Install the flywheel The bolts should be tightened to the to the piston pin and to the connecting rod small end
specified torque hole
12 Assemble the piston and the connecting rod using the c Set the piston connecting rod and guide as an assem
Piston Pin Setting Tool bly on the tool body When setting insert the tool
guide into the tool body with the cut in the guide in
alignment with that in the tool body and then turn the
guide 90 Make certain the small end of the connect
ing rod rests properly on the tool body Also confirm
that the front mark on the piston head and identifica
tion mark on the connecting rod face up
d Press the piston pin in under a pressure of 500 to 1500
kg If the piston pin is easily pressed in with less pres
sure than above or if the pin needs a greater pressure
replace the connecting rod or the piston and pin
assembly The piston pin will be positioned in place
by the guide After installation tum the push rod 90
so that the cut in the guide comes in alignment with
CONNECTING ROO the cut in the tool body Detach the piston and con
necting rod assembly from the tool body
IE TOOL BOOY A CAUTION After assembling the piston and
connecting rod make certain the connecting rod
small end is properly positioned at the center 01
the piston pin II any excessive deviation Irom
the proper position is loundl correct it In this
case check the piston pin setting tool also
PISTON PIN SETTING TOOL
Each pislon and its pin are matched parts andl
3 Insert a piston pin into the push rod of the tool then therefore a set 01 piston and pin must not be
screw a guide see illustration for proper guide fully confused with other pistons and pins All pistons
into the push rod
and pins to be used in an engine must be of the
same size same mark
10 13 Piston rings differ in shape from one another Be sure to
install them in their proper positions and directions as
illustrated and with the stamped manufacturer mark and
GUIDEE size mark facing up When installing the piston ring with
a coil expander position the expander joint opposite to
the ringgap position
G
PUSH ROD
PISTON PIN SETTING TOOL
Engines Generators
CYLINDER BLOCK SERVICE
m NO1
PISTON RING
PISTON
lOll
PISTON RINGS
RING GAP
POSITIONS
1 GEA MATING MARKS
ENGINE
FRONT
18 Align the mating mark 1 on the idler gear with that on
the crankshaft gear install the idler gear on the idler
shaft Insert the camshaft and gear assembly into the
cylinder block so that the mating mark 2 on the
camshaft gear aligns with that on the idler gear Then
insert the injection pump camshaft assembly into the
14 Install the piston and connecting rod assembly from the cylinder block and align the mating mark 3 on the
top of the cylinder block using a ring band In this case pump gear with that on the idler gear Finally install the
make certain the piston ring gaps are properly positioned injection pump drive shaft gear assembly
and the arrow mark on the piston faces the front of the
19 Confirm that mating marks on the gears are in proper
engine After insertion install the connecting rod end
alignment with each other
halves in place and tighten the rod cap bolts to the speci
fied torque Apply oil to the bearing surfaces before 20 Fit the governor weight assembly to the injection pump
assembly of the connecting rod ends cam gear
15 Install the front plate Remember to install the gasket and 21 Install the gear case wfth the governor and related parts
dowel pin previously installed and gasket When installing the gear
case insert the tierod and tierod stopper spring into the
16 Tum the crankshaft until the No1 cylinder piston comes
hole in the cylinder block so to position it next tothe
to the top dead center
injection pump fuel rack
17 Align the keyway in the crankshaft gear with the key on
the crankshaft Install the gear on the shaft
Engines Generators
CYLINDER BLOCK SERVICE
INSTALLING GEAR CASE
INSTALLING INJECTION PUMP
22 Insert the crankshaft pulley Install the washer and nut
Then tighten to the specified torque 28 Install the oil pump and oil filter see Install the back plate Be sure to
install the gasket under LUBRICATION SYSTEM SERVICE When the oil
pressure switch and oil pressure sender with adapter has
24 Install the oil pick up then install the oil pan not yet been installed apply sealant to the threaded por
25 Apply oil to the periphery of the tappet Insert the tappet tion when installing
into the cylinder block Then insert the push rod properly 29 Install the fuel filter
into the tappet hole Check to see if the tappet moves
lightly 30 Install the fresh water pump
31 Install the starter see SERVICE
PUSH ROD and alternator see SER
INCORRECT VICE
32 Install the raw water pump
CORRECT
INSTALLING TAPPET AND PUSH ROD
26 Install the cylinder head assembly see CYLINDER
HEAD SERVICE Install the injection pump assembly see Installation and
Adjustment of Fuel Injection Pump under FUEL
SYSTEM
Engines Generators
3 Remove the fuel injection pump see Fuel Injection
Pump under FUEL SYSTEM
The governor keeps engine speed constant by using a bal
ance between the centrifugal force acting on the governor 4 Remove the gear case mounting bolts and remove the
weights and the tension of the governor spring gear case see CA UTION under DISASSEMBLY CYLIN
DER BLOCK SERVICE
If engine speed increases the governor weights will open
forcing the sliding shaft forward This moves the injection 5 Remove the governor spring
pump fuel rack linked to the sliding shaft through the gover 6 Remove the nut washer spring lever Remove the speed
nor lever assembly tierod and spring in the direction that control lever from the gear case
injects less fuel into the cylinders The movement is stopped
7 Remove the nut washer and spring lever remove the
at a point where the centrifugal force of the governor weights
governor lever set bolt and remove the governor with the tension of the governor spring
S Remove the governor weight assembly and the sliding
If engine speed is decreased by an overload the control rack
shaft from the injection pump camshaft
is pushed against the smoke set spring in the direction that
injects more fuel The Angleich mechanism restricts the 9 Remove the tierod and spring from the governor and
quantity of fuel injection thus preventing over
load saving fuel and decreasing exhaust smoke
GOVERNOR lEVER
GOVERNOR WEIGHT
SLloING SHAFT
GOVERNOR SHAFT
GOVERNOR LEVER SECTION OF GEAR CASE
PUMP GEAR
PUMP CAMSHAFT
INSPECTION
GEAR
1 Check the governor weights for wear and damage
Replace if defective
2 Check the sliding shaft for damage and stiff movement
Replace if defective
GEAR CASE
Governor Lever
NEEDLE BEARING
Check the sliding shaft contact area of the governor lever and
GOVERNOR LEVER
check the tierod and spring which connect the governor
lever to the fuel rack Replace if defective
GOVERIOR SHAFT
Governor Spring
NEEDLE BEARING
Check the spring for deterioration and breakage Replace if
defective When overhauling replace the spring
GOVERNOR SPRING
GOVERNOR Needle Bearing
SPEED CONTROL lEVER
Check the needle bearing supporting the governor lever shaft
in the gear case for Remove the drive belt see FRESH WATER COOLING
REASSEMBLY AND ADJUSTMENT
SERVICE To reassemble the governor reverse the order of Remove the
crankshaft pulley nut and remove the pulley After reassembly check the governor for smooth
Engines Generators
ENGINE WITH MANUAL STOP Standard pullin lead should be run to the heavy solenoid terminal
A manual stop lever is located on the outboard side of the on the starter Connect the red hold lead splice into the
engine block just below the fuel injection pump The damper R connection on the DC
e
spring is also mounted on this same lever assembly A throt
tle bracket is provided to attach a pushpull cable This cable REMOVE
Y
is attached to the shutoff lever When pulled fully in the by the cable a lever inside the cover the fuel rack of the injection pump to the fuel
stopping the engine Once the engine stops the
cable is pushed in to return the shutoff lever back into the
fuelrun position A heavy return spring on the shutoff lever
assists in doing this Periodically lubricate the lever and
pushpull cable to ensure free movement
MANUAL STOP KeyStop Solenoid System Operation Checking
i
I
THROTTLE LEVER
Procedure
1 Wire the system making reference to the wiring diagram
2 Viewing with the tierod cover off confirm that when the
key switch is turned to the ON position before starting
the engine the solenoid energizes and brings the fuel
injection pump fuel rack to the MS STOP plate position
3 Tum the key switch to OFF and reinstall the tierod KEY SWITCH SHUTOFF 4 The shutoff sequence is as
388 and 428 only When the start button is depressed during the normal
An optional key switch shutoff solenoid 037100 is offered starting procedure the solenoid is energized by the pull
for the above two models only This solenoid mounts in a in lead Once the engine starts and the start button is
boss directly behind and slightly below the injection pump released the solenoid remains energized by current to the
mounting location This solenoid when energized by turning hold lead of the solenoid coming from the R terminal
the keyswitch on allows the injection pump fuel rack to connection on the alternator which receives to the fuelrun position
allowing the engine to start to rent once the engine starts and the oil pressure switch
run When the key switch is turned off the solenoid plunger closes from engine oil the fuel rack to the stop fuel position stopping the
engine
A CAUTION The pullin lead draws about 810 and Adjusting the Key Switch to energize the solenoid The hold lead
draws about one
Shutoff Solenoid amp to keep the solenoid energized Should these leads
1 Remove the large plug or side oil filler assembly located be connected incorrectly during installation the sole
just behind the injection pump and slightly below it on noid will be damaged from excess current draw during
the engine block engine operation
2 Visual access to the fuel injection pump fuel rack is
needed To obtain this remove the shutoff lever side NOTE Should the solenoid fail and engine operation is
cover assembly required unscrew the solenoid as far out of the boss as pos
3 Thread the locknut all the way onto the solenoid and sible without removing it Lock it in position with the locknut
apply a small amount of Teflon sealant to the threads for The engine will now start To shut the engine off use the
ward of the nut manual shutoff lever Disconnect the two leads red and white
4 Thread the solenoid into the boss on the engine block and from their power source
observe the solenoid plunger through the side cover
opening Allow the plunger to contact the fuel rack and
move it fully into the shutoff position on the injection
pump Do not thread the solenoid further into the boss so
that the plunger against the fuel rack is pushed into the
solenoid
S Back the solenoid out of the boss 14 to 12 tum and
secure the solenoid in position with the locknut
6 Properly connect the three electrical leads from the sole
noid The black eye lead goes to block ground The white KEY STOP SOLENOID
Engines Generators
ENGINE THE CYLINDER HEAD The engines valves must be adjusted in this order while
the valves are closed You may find that turning the
Pull off the air breather pipe from the rocker cover and
engines crankshaft is more easily accomplished when
remove the rocker cover Before adjusting the valve clear
the engines glow plugs are removed before the crank
ance retighten the cylinder head bolts to their specified shaft is in the sequence shown in the diagram Make sure the
engine is cold when this is done Before applying the speci
fied torque to a bolt loosen it 14 to 12 a turn and then apply
the torque see TECHNICAL CD CD
CD CD CD
CD cb CD CD
CYLINDER HEAD BOLT TIGHTENING SEQUENCE
a Rotate the engine in the normal direction of rotation
placing the No1 Cylinder at the top of its VALVE CLEARANCE sion stroke The mc mark
on the crankshaft pulley
should be in line with the pointer on the front of the
gear case cover and the valves for the No1 cylinder
ADJUSTING SCREW should be closed Now adjust the intake and exhaust
LOCKNUT valves for cylinder No1
h After adjusting the valves for cylinder No1 rotate the
front crankshaft pulley clockwise 1800 so the IDC
mark on the pulley is positioned approximately in the
CLEARANCE COLD 025 MM
position shown in the illustration for cylinder No3
Now adjust the intake and exhaust valves for cylinder
c Rotate the crankshaft pulley clockwise another 1800
and adjust the valve clearances for the intake and
ADJUSTING VALVE ClEAR4NCE exhaust valves for cylinder No4
d Rotate the crankshaft pulley clockwise another 1800
and adjust the valve clearances for the intake and
exhaust valves for cylinder No2
Adjust each valves clearance by inserting a 025 mm
0010 feeler gauge between the rocker arm and the valve
stem as shown
ADJUSTING FUEL INJECTION TIMING
1 Position the number one piston at the beginning of its
compression stroke Remove the high pressure injector
line from between the number one cylinders injector and
the injection pump Remove the number one delivery
valve holder Remove the spring below it and reinstall the
holder Attach the high pressure injector line to the holder
and have the other end pointing outboard of the engine
Open the throttle and energize the fuel lift pump Fuel
1 Adjust the valve clearances at mc Top Dead Center should flow out of this line Have a container under it to
for each cylinder when they are on their compression catch the fuel Slowly turn the crankshaft in the normal
stroke Remember the engines firing order is 1342 direction of rotation and watch the fuel flowing from the
injector line The instant it stops is the beginning of the
injection point Observe the timing mark on the front
crankshaft pulley and the timing pointer on the front gear
case Refer to SERVICE STANDARDS for the injection
timing for the model being checked
Engines Generators
ENGINE ADJUSTMENTS
2 Tighten the damper spring adjusting bolt unti1 the engine
speed is set to a 40 rpm shown in the table below as
b rpm Lock the adjusting bolt at that position with a
locknut Apply Locktight to the threads of the adjusting
bolt
ENGINES b rpm
W27 RD80 W27A W33 W33A 3150 0
INJECTION
TIMING MARKS 38B Four 42B Four 3750 0
2 When the specified injection timing is not correct
increase or decrease the shim material thickness under a Seal the adjusting bolt with its brass
the fuel injection pump Injection timing varies 1 with cap and crimp it on the bolt
01 mm increase or decrease of shim thickness The addi
h Seal the maximum speed set bolt with wire and sealing
tion of shim thickness will retard the timing and reducing
material
shim thickness will advance the timing Another method
of checking injection timing without removing the spring
from under the delivery valve holder is to disconnect the
high pressure injector line from the injector With the
number one piston at the beginning of its compression
stroke tum the crankshaft in the normal direction of rota
tion and watch carefully the fuel in the end of the high
pressure line The moment this fuel starts to swell and SOLENOID
OPTIONAL
come out of the line this is the injection timing point By
this method the timing is about 10 later than the spill tim
ing method previously discussed DAMPERSPRING NOLOAD ENGINE SPEEDS
To adjust the engine speed on a generator adjust the linkage STOP
between the throttle arm and the fuel run solenoid LEVER
the linkage increases the engine the linkage reduces the engine speed
STOP RANGE
NOTE This adjustment is performed with the engine operat
ing and at normal operations temperature with no taken from the generator See the chart below
GENERATOR MODElS NOLOAD SPEED rpm
60 hertz models 18501880 615 620 hertz
50 hertz models 1550 1580 515 520 hertz
NOTE Any adjustment of the throttle on a generator is done
only with the linkage between the fuel solenoid and the throt
tle Models This adjustment need only be an engine overhaul cir when the governor system or
injection pump have been performed This SPEED CONTROL is performed after
engine assembly during testing
at th factory See the chart below for noload engine speed DAMPER SPRING
1 With the damper spring released by loosening the ADJUSTMENT
damper spring adjusting bolt set the engine at a rpm
specified in the chart with the maximum speed set bolt c Adjusting the Idling Speed Idling speed for most
lock the bolt at that position engines is oetween 800 and 1000 rpm Set the engine
ENGINES a rpm to the idling speed with the idling set bolt and lock the
W27 RD80 W27A W33 W33A 3110 0 bolt at that position
38B Four 428 Four 3710 0
Engines Generators
LUBRICATION SYSTEM SERICE
DESCRIPTION OIL PUMP ASSENBL Y
The lubrication system uses a trochoid gear pump and a full
FILTER
flow oil filter The oil pump is driven through the Oldhams
coupling at the rear end of the fuel injection pump camshaft OIL PRESSURE
Oil from the oil pump flows into the cartridge type oil filter SWITCH
via the relief valve After being filtered by this filter oil is
delivered to various engine parts through oil galleries in the
engine block
GASKET
DISASSEMBLY
Oil Filter and Oil Pump
1 Remove the oil filter
2 Remove the pump cover assembly housing and gasket
INSPECTION
OIL PUMP
Oil Pump
DIP STICK
1 Outer rotor to body clearance Using a feeler gauge
check the clearance between the outer rotor and body If
excessive replace the rotor The cartridge type oil filter in which the filter body is inte
gral with the filter element is easy to handle Oil from the oil
pump is led into the filter element When a pressure difference
between before and after the element exceeds 1 kglcm 2 due to
excessive clogging of the element a bypass valve in the ele
ment will open an oil passage bypassing the element As a OUTER ROTOR TO HOUSING CLEARANCE
result oil flows to various engine parts without filtration
Therefore it is important to replace the oil filter regularly The 2 Rotor clearance Check the clearance between the outer
oil filter should be replaced after the initial 50 hours of opera and inner rotors with a feeler gauge If excessive replace
tion and thereafter every 100 hours of operation the rotor assembly
The trochoid gear type oil pump is mounted on the back of Check the Old pam s coupling of the inner rotor shaft for
the fuel injection pump on the right side of the cylinder block cracks damage and wear
The oil pump houses a relief valve If pump delivery oil pres
sure exceeds 4 kglcm2 the relief valve will open to bypass oil
into the oil pan thus preventing further oil pressure rise FEELER GAUlE
VALUE 01502
REPLACE VALUE 01503
OUTER ROTOR TO iNNER
ROTOR CLEARANCE
Engines Generators
LUBRICATION SYSTEM SERVICE
3 Rotor to cover clearance With the outer rotor inserted in TESTING THE OIL PRESSURE
the pump body insert a straightedge and check the clear
ance between the rotor and the straightedge with a feeler
1 Start and warm up the engine
gauge If excessive replace either the rotor or the body 2 Check for oilleaks at the filter and pump assembly
3 Remove the oil pressure sender and connect a mechanical
oil pressure gauge to the hole
4 Set the engine speed at 3000 rpm and measure the oil
pressure It should be fairly constant at 35 kgcm2
50 Ibin2
NOTE Insure that oil meets specification standards Class
CF or CG4 or betterSAE 30 wt
OIL PRESSURE SWITCH
1 Later propulsion engines and all generators have a two
prong oil temperature switch When the
ROTOR TO COVER CLEARANCE
oil pressure drops to 510 psi this switch interrupts the
4 Pump body Oring Check the pump body Oring for circuit for the fuel run solenoid by opening shutting
cracks and damage down the Oil pressure Replace the oil pressure On early
propulsion engines this switch activates an
switch and the oil pressure sender On propulsion alarm that emits a pulsating signal when the oil pressure
engines the oil pressure switch is normay open On drops too low 510 psi
generators this switch is normally open it closes when
NOTE This alarm will also emit a pulsating signal when
the oil pressure gets to 510 psi
the engine starts up as the oil has not yet reached its
normal pressure a good check othe alarm
A CAUTION Oil Pressure Switch Do not use NOTE If this alarm emits a continuous signal propulsion
lock pliers vise grips or pipe wrenches on the oil engines only it indicates an engine overheat with the
pressure switch Use the correct socket which is operating temperature reaching 210
available from SnapOn Proto New Britain and oth
ers Damage to the switch will cause oil leaks
andor switch OIL PRESSURE
ARLY PROPULSION
ENGINE MODELS
1 Install the oil filter and tighten fully by hand Tightening
torque 11 to 13 kgm Before installation check for
proper fitting of the Oring in the groove and coat the 0
ring with a small quantity of oil
2 Install the gasket Then install the oil pump housing 0
ring rotor assembly and cover assembly in that order
Apply oil to the rotating parts LATER PROPULSION
ENGINE MODELS
3 With sealant applied to the threaded portion screw in the
oil pressure switch taking care not to close the oil hole
with sealant
4 Apply liquid teflon sealant to the threaded portion of the
oil pressure sender Take care not to close off the oil hole PRESSURE
into the sender Thread the sender into its fitting on the
oil pumps housing
ALL GENERATOR
MODElS J
PRESSURE
OIL PRESSURE SWITCHES
Engines Generators
FUEL SYSTEM
DESCRIPTION The builtin fourcylinder fuel injection pump is mounted
on the right side of the cylinder block It consists of the pump
An fuel lift pump draws fuel from the diesel
elements plunger assemblies delivery valves tappets and
supply through an owner supplied fuelwater separator to
smoke set unit As the pump camshaft rotates the plungers
the engines primary fuel filter and on to the fuel injection
are moved up and down through a fixed stroke thus deliver
pump The pressurized fuel is then injected into the combus
ing pressurized fuel to engine cylinders
tion chamber through the injection pipes and nozzles Excess
fuel is returned to the fuel supply through the fuel return Fuel injection control Fuel injection rate is dependent on
pipes that connect to the top of each nozzle holder the relative positions of the plunger lead and barrel The
plunger is rotated by the control pinion which is mounted on
NOTE Fuel supplied to the fuel lift pump must be filtered to the plunger barrel This pinion meshes with the plungers
75200 microns by the owner supplied fuelwater separator
lower collar which transmits the rotation of the pinion
directly to the plunger As the engine runs the injection
pump camshaft rotates to move the control rack through the
centrifugal type governor weight governor sleeve and lever
The control rack slides to tum this pinion Rightward move
ment STOP mark side of the control rack decreases the
fuel injection rate as the rack moves to the left the fuel
increases
VENT
SCREW SMOKE
STOPPER
CONTROL RACK
RETURN SPRING
FUEL
INJECTION
PUMP
Smoke set unit The smoke set unit restricts the maximum
fuel injection rate of the injection pump The stopper is held
by a spring in the position shown in the illustration This
position is the smoke set position When starting the engine
FROM FUEL propulsion models pull the throttle control lever fully
toward the maximum speed position and the tierod with
stopper spring will move the control rack in the arrowed
direction against the spring force thus causing FUEL SYSTEM for easy engine start For
the injection pump with the
FUELWATER
SEPARATOR Angleich mechanism requires releasing that
ALL WESTERBEKE mechanism
INSTALLATIONS REQUIRE AN FUELWATER SEARATOR 75200 MICRONS
Fuel Pump Two types of fuel lift pumps are shown in the
illustration both operate on the same princi
pal Earlier model engines use a lift pump with a replaceable
fuel element This element should be changed at regular
maintenance intervals at 250 hours Later model engines
use a smaller lift pump that does not require maintenance
Electrical connections should be kept clean and tight with
either pump
The primary fuel filter encloses a highly effective paper ele
ment This filter assembly is located on the engine between
the fuel pump and the injection pump The paper element
SMOKE SET should be changed at regular maintenance intervals POSITION
Engines Generators
FUEL Mechanism The Angleich Mechanism restricts the The intercylinder injection control Fuel injection of the smoke set plate in the
narrower range among the cylinders is performed by the adjusting effect L to save fuel consumption and decrease which
have their own cam mechanisms These of exhaust smoke plates are located on the opposite side of the
control rack
Necessary turning of the plunger barrels required for inter
cylinder injection control is attained by turning the respective
adjusting plates This adjustment is performed on a fuel shop
flow bench only
ADJUSTING PLATE PLUNGER BARREL
ADJUSTING
PLATES
Delivery valve operation The delivery valves function is to
deliver fuel to the injection pipes after the fuel pressure has
ANGLEICH MECHANISM been increased sufficiently and to prevent afterdrip from
the nozzles When the fuel pressure above a plunger has
deceased after injection its delivery valve piston closes the
delivery valve seat At this time the compressed fuel remain
ing in the injection pipe drips from the nozzle To prevent
this afterdrip the delivery valve piston makes a stroke to
draw back the fuel before the delivery valve reaches the seat
thus reducing the fuel pressure in the injection pipe to nearly
zero
ANGLEICH EFFECT the Angleich Mechanism It is necessary when
starting the engine to set the injection pump in the overinjec DURING AFTER
tion MS condition by moving the throttle control lever fully INJECTION INJECTION
to the FULLOPEN position This requires the Angleich set
Nozzle and nozzle holder Fuel from the fuel injection pump
plate to be released from its set position Usually the
flows through the passage in the body of each nozzle set plate is released by pulling the throttle lever
until it is caught by its stopper when stopping the engine and is injected from the nozzle into the combustion chamber
Fuel overflowing from the nozzle enters the nozzle holder
After starting the engine the Angleich set plate is returned
and returns to the fuel tank through the banjo and to the applied position during warmup running
of the engine return fuel line
Engines Generators
FUEL SYSTEM a Remove the delivery valve holder
Fuel Filter h Take out the valve spring valve and Oring
c Take out the gasket and valve seat
Remove the retaining nut Oring and filter element
d Unbend the lock plate of the tappet guide pin Push the
Fuel Lift Pump tappet slightly in and pull out the guide pin using a
The fuel lift pump requires little or no maintenance For early pincette Then remove the tappet
model fuel lift pumps disassemble and change the filter
e Remove the spring and upper seat
Later model fuel lift pumps require no disassembly Fuel to
the pump must be filtered to 75200 microns Electrical con f Remove the must be clean and tight Fuel connections at the g
Pull out the plunger barrel upward from the pump
pump must be tight and without leaks housing Keep the removed plunger barrels and
plungers in a set for each cylinder Do not mix
plungers arid barrels of other cylinders
FROM ENGINE
PRIMARY FUEL FILTER h Pull off the split pin Remove the washer return spring
and smoke set stopper Draw out the control rack
Remove the AngJeich set spring and plate if equipped
j before taking out the control rack
A CAUTION 00 not disassemble the intercylin
der injection control adjusting plate When this plate
FUEL LIFT PUMP has been disassembled it will become necessary to
LATER MODEL
adjust the injection by a tester When
this plate requires removal remember to draw a
mating mark across the pump body and the plate
GASKET it
VALVE SEATe
DELIVERY
PLUNGER
VALVE HottiER
Fuel Injection Pump
1 Remove the fuel injection pipes
2 Before removing the pump be sure to remove the pump
BARREL 8 0
ORING jj
side cover and disconnect the tierod and spring from the
rack Then remove the bolts fastening the injection pump
and remove the pump assembly
1 ADJUSTING PLATE
tSPRfNG
3 Record the thickness and number of pump adjusting
shims to facilitate adjustment at the time of assembly DELIVERY VALVE
4 When partly disassembling the fuel injection pump use
the following procedure
A CAUTION 00 not attempt to disassemble the
fuel injection pump unless itis necessary Since the
adjustment of an injection pump requires a pump
tester and technical disassembly reassembly and RACK
adjustment of a pump should not be performed if
PINIDN
such a tester and technician arent available Before
disassembly close the fuel inlet and outlet and IUPPER SEAT
clean the pumps outside surfaces Keep disassem
bled parts immersed in clean kerosene and keep all
PLUNGER SPRING
parts neatly arranged in order to avoid confusion ANGLEICH
FUEL INJECTION PUMP
SET SPRING
Engines Generators
FUEL SYSTEM Disconnect the return pipe from the nozzle holder upper
nipple
2 Disconnect the fuel injection pipe from the nozzle holder
3 Loosen the nozzle holder attaching bolts and remove the
holder assembly
4 When disassembling the nozzle holder into parts use the
following procedure
8 Holding the nozzle holder body in a vice remove the
retaining nut with a spanner wrench When holding in
the vice be sure to use an aluminum or copper plate
adapter
TESTING THE FUEL LIFT PUMP
h Remove the shim pressure spring flange pressure
pin and distance piece Fuel Injection Pump
c Remove the nozzle from the retaining nut If the noz 1 Delivery valve seat Check the contact surface of the
zle is hard to remove apply light taps to it with a delivery valve seat Replace if defective
wooden block Be careful not to damage the nozzle
needle valve 2 Plunger barrel Check the plunger for seizure damage
and rust Also check to see if the plunger slides smoofhly
when inserted into the barrel If defective do not repair
it but be sure to replace as a set with a new one
BOOY
3 Control rack and pinion If the rack and pinion have any
worn or damaged teeth replace
4 Tappet Check the tappet OD roller and shaft for wear
and damage If defective replace
Nozzle
1 Check the nozzle for incorrect contact and damage
Replace the nozzle as an assembly if defective
2 Check the pressure spring for damage
NOZZLE HOLDER NOZZLE NOTE Also check the Angleich set plates and set springs
for wear and damage
RETAINING NUT
REASSEMBLY
Fuel Install the filter element and filter cup Orings in Filter
Tighten the retaining nut the filter element for The regular ele
Fuel Lift Pump
ment replacement interval is 250 hours Replace the element
more frequently if necessary To reassemble set the plunger plunger spring valve Oring
and washer in position in that order and as a final step fit the
Fuel Lift Pump retainer to prevent the parts from popping
The fuel pump operates during the start sequence when PRE out of position see is depressed Simulate a start and depress PREHEAT
Put the filter in position and fit the magnet and gasket in the
The pump should produce a clicking sound indicating the cover Using a 17 mm spanner fasten up to the stopper por
pumping piston in the pump is pumping If no clicking is tion in such a way as to prevent air check that there is 12V DC at the pump
that the pump is properly grounded Injection Pump
1 Checking the pump delivery Test the pump by connect 1 Insert the plunger barrel with its slots in alignment with
ing a battery and fuel line as illustrated Fuel delivery the dowel pins projecting in the pump housing
must be 225 cc 5 pints or more every 15 seconds
2 Install the Oring in the delivery valve holder
Engines Generators
FUEL SYSTEM SERVICE
3 Install the spring seat gasket and the valve assembly in before inserting the tappet guide pin and bend the lock
the holder Tighten the delivery holder to the pump hous plate after inserting the pin
ing Make certain that the Oring has been properly
installed
GASKET
VALVESEAT5
DELIVERY
PLUNGER
VALVE HOLDER
BARREL 8 ORING Ii
1 ADJUSTING PLATE
ISPRING
DELIVERY VALVE
INSTLLlNG
TAPPET
9 Install the smoke set stopper return spring and washer
Then insert the split pin and split it
10 Install the Angleich set plate and spring when equipped
RACK
n Torque the delivery holder to specification 45 kgm
PINION Installation and Adjusbnent of Fuel Injection Pump
UPPER SEAT 1 When installing the pump assembly select and install the
ANGLEICH
PLUNGER SPRING
adjusting shim After installing the pump fit the tierod
from the governor lever to the control rack then install the
SET PLATE tierod spring to the control rack Make sure that the end of
ANGLEICH FUEL INJECTION PUMP the tierod spring positioned at the governor lever side has
SET SPRING the shorter straight wire of the two ends of the spring For
4 Install the control rack proper selection of shim thickness temporarily install a
5 Install the pinions with their deeproot teeth aligned with shim set having the same thickness as before removal and
the respective marks on the rack when adjusting fuel injection timing replace the current
shim set with one formed by a proper combination of four
kinds of shims 02 03 04 and 08 mm in thickness
OEEP ROOTS
NOTE Maintaining the same shim thickness for the injec
tion pump will place the pwnp in the same timing with the
engine as when previously removed
RACK AND
ASSEMBLING PINION
6 Install the spring upper seat and spring
7 Put the plunger and the spring lower seat together Install
the assembly so that in the same alignment position as
mentioned in step 5 the plunger frontend lead slant
groove is positioned on the opposite side of the control
rack On former engines insert the mark L area of the
plunger collar into the control rack side
8 Insert the tappet taking care not to drop the shim Align
the tappet guide hole with the dowel pin hole of the hous
ing and insert the tappet guide pin Install the lock plate
INSTALLING INJECTION PUMP
Engines Generators
FUEL SYSTEM SERVICE
2 Install the tierod cover In the case of a damper spring Adjustment and Installation of Nozzle
loaded cover install the cover with the tierod pressed
toward the High Speed side by the speed control lever see Holder Assembly
1 Injection Start Pressure Test Using a nozzle tester mea
sure the injection start pressure If the pressure is differ
ent from the standard value adjust to the specified
pressure by increasing or decreasing the thickness of the
TIEROD SPRING
adjusting shim Increasing or decreasing shim thickness
by 01 mm will vary the pressure by approximately 10
GASKET kgcm When replacing the shim grip the retaining nut
in a vise and remove the body with a wrench TIghten the
LOCKNUT
retaining nut to the specified torque
ADJUSTING BOLT
tfbAlING CAP INJECTION

PRESSURE TEST

01 mm
TIEROD COVER
I 02mm
O3mm
O5mm
INSTALLlN TIEROD COVER
3 Connect the fuel supply hose Preheat to bleed air from the
system
4 Check damper spring adjustment and fuel injection timing
For these adjustment procedures refer to ENGINE
2 Chattering Test For the chattering test operate the tester
A CAUTION Thoroughly clean all parts with lever slowly If the nozzle sprays sharply and intermit
kerosene 00 not wipe them with rags tently the nozzle is considered good The nozzle should
When tightening the retaining nut on the nozzle holder spray fuel straight in its axial direction A nozzle is defec
body be sure to tighten it to the specified torque tive if it sprays fuel in a wrong direction or in several
Insufficient torquing will cause poor compression separate strips Also a spray in the form of particles indi
Excessive torquing will prevent the nozzle needle from cates a defect These defects may sometimes be caused
moving freely by clogging with dust therefore all parts should be care
fully cleaned before assembly
1 Install the nozzle assembly distance piece and pressure
pin in the retaining nut
2 Install the shim spring and flange to the body Install the
retaining nut on the body and tighten to the specified
torque
A CAUTION When using a vice to tighten the
nut be sure to hold the body side If the retaining
nut was held a defonned nozzle would result
GOOD BAD BAD
Engines Generators
FUEL SYSTEM SERVICE
3 Afterdrip test An injection nozzle is considered defec
tive if it drips fuel accumulated on the bottom of the noz
zle after fuel injection is stopped during the chattering
test Replace such a nozzle A very small amount of fuel
may sometimes remain on the top of the nozzle This is
due to chattering and is not AFTER DRIP TEST
DJ 10
GOOD BAD BAD
4 Injection Condition Test Operate the tester lever quickly
at a rate of 800 strokes per minute The nozzle should
inject a fine atomozed mist of fuel straight in its axial
direction A spray in the form of particles is cause for
rejection
5 Install the Nozzle Holder Assembly Install the tested
nozzle holder assembly in the cylinder head Tighten
bolts to the specified torque Be sure to install the assem
bly together with new sealing washers
A CAUTION When installing the nozzle holder
assembly in the cylinder head fit the holder loosely
with two bolts temporarily tightened After fitting
the injection pipe retighten the bolts evenly to the
specified torque
Engines Generators
RAW WATER COOLING The heat exchanger functions as part of the fresh water sys
tem and the raw water system The heat exchanger is a cop
The raw water cooling circuit is driven by a positive dis per tube which encloses a number of small copper impeller pump This pump draws in
water directly
Raw water is pumped through the small copper tubes and
from an ocean lake or river through the seacock then to a
fresh water coolant from the engine is circulated around the
raw water strainer The raw water is drawn through the
copper tubes The raw water removes heat from the to the selfpriming pump and to the heat exchanger
water coolant A zinc anode is located in the raw water por
where it cools the engines circulating fresh water coolant
tion of the exchanger to help control the effects of raw water is then discharged into the water injected
sis This area of the exchanger should be elbow mixing with and cooling the exhaust gases
inspected and cleaned To keep the exchanger operating effi
This mixture of exhaust gas and raw water is driven through
ciently it should be removed from the engine every 1000
the exhaust system and overboard
hours to be thoroughly cleaned and pressure oil cooler In some installations the raw water
is also used to cool the engines transmission by a transmission oil cooler Similar to a the transmission fluid is cooled by the raw water
and then passes into the exhaust elbow The oil cooler should
be cleaned and pressure tested at about the same interval as
the heat exchanger every 1000 hours
PETCOCK
CLEAN OUT DEBRIS
HEAT TRANSMISSION OIL COOLERS
NEW REPLACE REPLACE CLEAN
AND REUSE
ZINC ANODES
The raw water pump is a selfpriming pump with a nonfer
rous housing and a Neoprene impeller The impeller has flex
ible vanes which wipe against a curved cam plate within the
impeller housing producing the pumping action The raw
water pump impeller should be checked every 500 operating
hours for wear Should the pump fail it can be disassembled
and overhauled Check for internal wear within the pump
such as the cover plate cam and impeller housing Replace
components that show excess wear
Engines Generators
RAW WATER PUMP SERVICE
RAW WATER PUMP PN 33636
PUMP OVERHAUL 2 Install the shaft into the bearings Support the bearings at
their center races Push the shaft into the bearings ing at the impeller drive slot end
using the base of the
The pump as removed from the engine will have hose drive slot Push the shaft through both of the nipples threaded into its inlet
and outlet ports flush against each other so the flatsided end of the shaft
They may be left in place or removed if they interfere with extends beyond the second bearing center race 15 mm
the pump disassembly Note the port location and positioning 1932 in 5 mm 132 in
if removed 3 Support the pump housing at the impeller side
1 Remove the six cover plate screws cover plate and the Apply a small amount of petroleum jelly to the seals
cover plate gasket inner lips and to the impeller shaft Carefully install the
NOTE Replacement of the cover plate gasket is recom shaft rotating it through the seals until the bearings
mended however if you are going to reuse it keep the contact the housing from the bearing end Use a pushing
gasket submerged in water until the pump is reassembled tool that will push this shaft and the bearing assembly
If its allowed to dry the gasket will shrink and not be into the pump housing by applying pressure against the
reusable outer bearing race Push the assembly into the housing
until the bearings seat fully in the housing Install the
2 Remove the impeller with its drive screw from the pump retaining ring
housing
4 Position the cam in the housing and secure it in place
3 Remove the screw and sealing washer and remove the with the screw and sealing washer
cam from the pump housing
NOTE Use a small amount ofPermatex 1 on the inner
4 Remove the retaining ring cam surface and screw threads Remove any excess from
5 Support the pump housing at the mounting flange end the impeller housing
on an arbor press and with a drift press out the shaft and 5 Apply a light film of silicone or petroleum jelly to the
bearings from the pump housing inner surface of the housing for the impeller
6 With the pump housing supported push the seals out of NOTE Coat only the surface do not overapply Install
the pump housing Push the impeller side seal out the the impeller with the drive screw Push the assembly into
impeller side then lift the spacer out Then push the the housing with the drive screw mating in the slot of the
bearing side seal out the bearing side drive shaft
7 Supporting the bearings inner race push the shaft out of 6 Install the cover gasket and cover and secure them with
the bearings the six cover 7
Reposition and tighten the hose nipples Assemble the
pump to the engine and attach the all parts and replace those showing wear or Install the seals and spacer in the pump housing Push the
impeller side seal into the housing Rotate the pump and
install the spacer against the seal face Push the bearing
side seal into the housing from the bearing side
NOTE The seals flat surfaces that have printing and
numbers face toward each other
COVER
PUMP HOUSING
Engines Generators
RAW WATER PUMP SERVICE
RAW WATER PUMP PN 24143
Pump 24143 has been replaced by pump 33636 Complete ment bushing chill the bushing in a freezer for 1 hour to
24143 pumps are no longer assembled but their component reduce its size Prepare the pump housing on a press to
parts are still available accept the bushing
2 Apply some light oil to the housing boss that the bushing
PUMP OVERHAUL will be pressed into Using an appropriate drift push
bushing into the housing so that it is flush with the
Remove the pump from the engine The pump body is a impeller housings inner cast unit Its inlet and outlet hose connections are
part 3 Using an appropriate installer install the impeller shaft
of the pump housing casting seal Ensure that the seal seats properly in the housing
1 Remove the six cover plate screws along with the cover and that the lip seal is positioned correctly
plate and gasket 4 Place the slinger ring in the housing against the impeller
2 Using an appropriate drift push the impeller drive shaft seal
and impeller out of the pump housing 5 Install the impeller shaft oil seal into the housing so it is
3 Using circlip pliers remove the outer circlip from the flush with the housing surface Again ensure that the lip
impeller drive shaft then remove the impeller from the seal is positioned correctly
shaft 6 Install the inner circlip on the impeller drive shaft and
4 Remove the key from the shaft and the inner circlip install the impeller key in the shaft
5 Remove the screw holding the cam in the pump housing 7 Apply some light oil to the shaft and with a rotating
and remove the cam action slide it into the shaft bushing from the impeller
side and rotate it through the impeller seal Locate the
6 Using an appropriate puller withdraw the outer and inner
slinger ring and rotate the shaft through it Continue
shaft seals along with the slinger ring from the pump
rotating the shaft and slide it through the housing oil seal
body
8 Install a new cam Apply some sealant to the cam retain
7 Support the pump on a press and with a lubricated drift
ing screw and thread it into the cam through the housing
push the carbon shaft bushing out of the pump housing
and tighten it securely
Note the position of the shaft bushing in the housing
prior to removal 9 Apply a small amount of petroleum jelly on the housings
inner then install the impeller onto shaft and into the housing Install the outer
circlip on the
Examine all components and replace worn or damaged parts shaft
If the pump housing is worn internally and requires replace NOTE The set of the impeller blades is of no we recommend that the pump
assembly be replaced Once the pump is installed on the engine and the engine
with the current production pump It is available in a replace rotated the bLades will take the correct kit Part 037431
10 Install the housing cover and gasket Tighten the cover
screws The carbon shaft bushing is a slight force fit into the
pump housing To aide in the installation of the replace IMPELLER
COVER
SLINGER SCREW
RING
SEAL RAW WATER PUMP
PN 24143
Engines Generators
FRESH WATER COOLING CIRCUIT
DESCRIPTION The water temperature switch and the water temperature
sender are both mounted in the thermostat housing The
The fresh water cooling circuit consists of a circulatory belt water temperature switch normally open in a propUlsion
driven water pump a thermostat and thermostat housing engine when activated will close and sound an alarm The
heat excanger engine manifold and all associated hoses water temperature switch normally closed in a generator
drive engine when activated will open and interrupt DC
Voltage to the fuel run solenoid and shut the drive engine
down the water temperature sender is a variable resistor
IMPELLER affected by heat Voltage from the water temperature gauge is
grounded through the sender to the block Depending on the
resistance through the sender effected by coolant heat the
gauge will indicate a temperature reading
Change of Coolant Over a long period of engine operation
scale will be deposited and rust formation will occur in the
BRACKET water jacket and heat exchanger causing progressive deterio
ration in cooling system efficiency For this reason flush the
cooling system every 500 hours of engine operation
Antirust and Antifreeze To protect the cooling system
FRESH WATER PUMP against corrosion and freezing always use a known brand of
antifreeze compatible with aluminum cooling system compo
nents The use of an antifreeze mixture of 5050 is recom
The water pump is a centrifugal impeller type and is mended for yearround use Use antifreeze that is compatible
mounted on the front upper part of the cylinder block The with aluminum components and never mix different brands
pump shaft is supported on of antifreeze Do not use plain water this can be detrimental
doublerow radial ball bearings to the cooling system components
NOTE Look for the new long lasting
antifreeze that is now available
Antifreeze mixtures will protect against an unexpected freeze
and they are beneficial to the engines cooling system They
retard rust and add to the life of the circulating pump seal
ANTIFREEZE PROTECTION
Antifreeze concentration 23 35 50 60
14F 4F 40F
Freezing temperature 10C 20C 40C
COOLANT
TYPICAL
THERMOSTAT
ASSEMBLY
COOLANT RECOVERY TANK
Thermostat A thermostat housing is located on the cylinder
head water outlet Enclosed is a wax pellettype thermostat
The valve opening temperature is not affected by variations
of pressure in the cooling water Engines Generators
FRESH WATER COOLING Thermostat
1 Drain the cooling water A drain plug for draining the Visually check the thermostat for damage Then put it in
engine block is located on the side of the engine block water and raise the water temperature to test its valve open
just right of the lube oil fi1ter A drain plug for draining ing temperature Replace if defective
the heat exchanger is located on the heat exchanger
2 Disconnect the water hose from the pump
NOTE Generator models are equipped with belt guards
A CAUTION The wax pellettype thermostat remains
closed if its heatsensing part is defectve Leaving this
that will need to be removed
uncorrected would cause the engine to overheat
3 Remove the pump drive belt
4 Disconnect the bypass hose when equipped REASSEMBLY
5 Remove the water pump assembly To reassemble the cooling system reverse the order of disas
6 If necessary remove the water pump adapter when sembly When adjusting the drive belt tension use the fol
equipped lowing procedure
7 On an engine with a thermostat remove the water outlet Drive Belt Adjusbnent
fitting bolts in the front of the cylinder head and remove
the thermostat
A WARNING Never attempt to adjust the drive belt
tension while the engine is operating
A CAUTION Excessive water pump drive belt
tension can cause rapid wear of the belt and reduce
the service life of the fresh water pumps bearings
Excessive slack or the presence of oil on the belt
can cause belt slipping resulting in high operating
Adjust the alternator position so that the belt may deflect 38
to 12 deep when depressed at the middle point between the
WATER PUMP ASSEMBLY
alternator and crankshaft pulleys After adjustment securely
tighten the support bolt and brace bolt If any clearance is
INSPECTION found between the gear case and alternator fitting part insert
a suitable shim inside the support on the back of the Pump tor before tightening the
bolts Reinstall belt
1 Check every part for cracks damage and water leaks
Replace if defective
NOTE No rebuilding kits are available for the fresh water
circulation pump
2 Check the impeller and shaft for rotating condition If
they make noise or rotate irregularly replace as an
BELT TENSION
Engines Generators
ADMIRAL CONTROL When the engine is shut down with the key switch turned oJ
the water temperature gauge will continue to register the last
This control panel is equipped with a
temperature reading indicated by the gauge before switch and RPM gauge with an ELAPSED TIME
power was turned off The oil pressure gauge will faJl to zero
meter which measures the engines running time in hours and
when the key switch is turned off The temperature gauge
in 110 hours The panel also includes a WATER TEMPER
will once again register the engines true temperature when
ATURE gauge which indicates water temperature in degrees
electrical power is restored to the an OIL PRESSURE gauge which measures the
engines oil pressure in pounds per square inch and a DC A separate alarm buzzer with harness is supplied with every
control circuit VOLTAGE gauge which measures the sys Admiral Panel The installer is responsible for voltage All gauges are
illuminated when the key connecting the buzzer to the fourpin connection on the
switch is turned on and remain illuminated while the engine engines electrical harness The installer is also in operation The panel
also contains two rubberbooted for installing the buzzer in a location where it will be dry one for PREHEAT and one for START
where it will be audible to the operator should it sound while
the engine is running The buzzer will sound when the igni
tion key is turned on and should silence when the engine has
started and the engines oil pressure rises above 15 psi
WATER TEMPERATURE GAUGE THIS GAUGE IS Oil PRESSURE GAUGE THIS GAUGE IS GRADU
GRADUATED IN DEGREES FAHRENHEIT AND IS ATED IN POUNDS PER SQUARE INCH PSI AND IS
ILLUMINATED WHILE THE KEY SWITCH IS ILLUMINATeD WHILE THE KEY SWITCH IS
TURNED ON THE ENGINES NORMAL OPERATING TURNED ON THE ENGINES NORMAL OPERATlNG
TEMPERATURE IS 170190 F OIL PRESSURE RANGES BETWEEN 3060 PSI
RPM GAUGE REGIS
TERS MINUTE OF THE
ENGINE AND CAN FOR
ACCURACY FROM
THE REAR OF METER REGIS KEY SWITCH
PROVIDES
TERS ELAPSED TIME POWER ONLY TO THE
AND SHOULD BE USED INSTRUMENT PANEL
CLUSTER
AS A GUIDE FOR DC
VOLTMETER
INDICATES THE AMOUNT
I THE SATTERY IS BEING
PREHEAT BUTTON WHEN PRESSED ENERGIZES CHARGED SHOULD
THE ALTERNATORS EXCITER THE FUEL LIFT SHOW 13V TO 14V
PUMP THE FUEL SOLENOID ON THE INJECTION AUTOMATIC ALARM SYSTEM
PUMP AND THE ENGINES GLOW PLUGS IT BY
PASSES THE ENGINES PROTECTIVE OIL PRES HIGH WATER TEMPERATURE AlARM AN ALARM BUZZER HAS
SURE ALARM SWITCH IN ADDITION THIS BEEN SUPPLIED WITH THE INSTRUMENT PANEL IF THE ENERGIZES THE START
BUTTON FRESH WATER COOLANT REACHES 210 F98C THIS SWITCH
WILL CLOSE SOUNDING THE ALARM WHICH WILL EMIT A CON
TINUOUS SIGNAL
lOW Dll PRESSURE AlARM A LOW OIL PRESSURE ALARM
START BUTTON WHEN PRESSED ENERGIZES SWITCH IS LOCATED OFF THE ENGINES OIL GALLERY THIS
THE STARTERS SOLENOID WHICH CRANKS THE SWITCH MONITORS THE ENGINES OIL PRESSURE SHOULD THE
ENGINE THIS BUTTON WILL NOT OPERATE ENGINES OIL PRESSURE FALL TO 5 10 PSI THE SWITCH UNLESS THE PREHEAT
SunON CLOSE SOUNOING THE ALARM IN THIS EVENT THE ALARM WILL
IS PRESSED AND HELD AT THE SAME TIME EMIT A PULSATING SIGNAL
Engines Generators
CAPTAIN CONTROL OIL PRESSURE or high WATER TEMPERATURE The
RPM gauge is illuminated when the KEY switch is turned on
This control panel is equipped with a
and remains i1Iuminated while the engine is in switch an RPM gauge PREHEAT and START but
tons an INSTRUMENT TEST button and three one for ALTERNATOR DISCHARGE one for low
OIL PRESSURE and one for high ENGINE It also includes an alann buzzer for low
ALARM THE ALARM WILL SOUND IF THE ENGINES OIL PRESSURE
FAUS BELOW 15 PSI IN THIS EVENT THE ALARM WILL EMIT A
PULSA TING SIGNAL THE ALARM WILL ALSO SOUND IF THE WATER
RPM GAUGE REGISTERS REVOLUTIONS PER TEMPERATURE IN THE FRESHWATER COOLING CIRCUIT RISES TO
MINUTE OF THE ENGINE AND CAN BE RECALI 205F IN THIS EVENT THE ALARM WIU EMIT A CONTINUOUS FOR ACCURACY FROM
THE REAR OF NOTE THE ALARM WIU SOUND WHEN THE KEY SWITCH IS TURNED
THE PANEL ON THIS SOUNDING IS NORMAL ONCE THE ENGINE STARTS AND THE
ENGINES OIL PRESSURE REACHES 15 PSI THE AlARM WILL SILENCE
Oil PRESSURE
AlARMU6HT
TEST BOlTDN WHEN
PRESSED TESTS niE
ALTERNATOR THE OIL
PRESSURE AND THE
WATER TEMPERATURE
CONTROL CIRCUITS
WHEN PRESSED THE
ALTERNATOR THE OIL
PRESSURE AND THE
WATER TEMPERATURE
INDICATOR LIGHTS IL
LUMINATE IN ADDITION
TO SOUNDING THE
ALARM BUZZER
KEY SWITCH PROVIDES
POWER ONLY TO THE IN
STRUMENT PANEL CLUSTER
WATER TEMPERATURE
AlARM UGHT
PREHEAT BUTION WHEN PRESSED ENERGIZES
START BUTTON WHEN PRESSED ENERGIZES THE ALTERNATORS REGULATOR THE FUEL LIFT
THE STARTERS SOLENOID WHICH CRANKS THE PUMP THE FUEL SOLENOID ON THE INJECTION
ENGINE IT WILL NOT OPERATE ELECTRICALLY PUMP AND THE ENGINES GLOW PLUGS IT BY
UNLESS THE PREHEAT BUTTON IS PRESSED AND PASSES THE ENGINES OIL PRESSURE ALARM
HELD AT THE SAME TIME SWITCH IN ADDITION THIS BUTTON ENERGIZES
THE START BUTTON
Engines Generators
CONTROL PANEL Tachometer used in propulsion engine instru 1 With a handheld tach on
the front of the crankshaft pul
ment panels contains two separate electrical circuits with a ley retaining nut or with a strobetype tach read the front
common ground One circuit operates the hourmeter and the crankshaft pulley rpm Set the engine with a hand or
other the tachometer The hourmeter circuit operates on 12 strobe tach at 15001800 rpm
volts alternator charging voltage supplied to the terminal 2 Adjust the tachometer with a small Phillips type screw
on the back of the instrument driver through the calibration acess hole in the rear of the
The tachometer circuit operates on AC voltage 68 volts fed tachometer Zero the tach and bring it to the rpm set by
from one of the diodes in the alternator and supplied to the the strobe or hand tach Verify the rpm at idle and at
tachometer input terminal while the engine is running and high speed 25003000 rpm Adjust the tach as needed
the alternator producing battery charging voltage DC
Use the following procedures when a fault in
either of the two circuits in a Inoperative
for the proper DC voltage between and
1 Voltage present meter is defective repair or replace
2 Voltage not present trace and electrical con
nections for fault Jump 12 volts DC to meter
terminal to verify the operation
CURRENT for the proper AC voltage between tachometer and the terminal with the engine running
1 Voltage present attempt adjusting the meter through the
calibration access hole If no results repair or replace the
meter
2 AC voltage not present check for proper alternator DC
output voltage
3 Check for AC voltage at the tach terminal on the alterna
tor to ground
4 Check the electrical connections from the tachometer
input terminal to the alternator Sticking
1 Check for proper AC voltage between the tachometer EARLY MODEL TACHOMETER
GROUND
input terminal and the terminal
2 Check fr a good ground connection between the meter
terminal and the Check that the alternator is well grounded to the engine
block at the alternator pivot bolt
GROUND
TERMINAL
TACHOMETER INPUT
AC VOLTAGE
EARLY MODEL Engines Generators
CONTROL PANEL MANUAL STARTER DISCONNECT TOGGLE SWITCHES
NOTE The engine control system is protected by a 20 amp manual reset circuIt breaker
mounted on a bracket at the lOp rear of the engine near the PREHEAT circuit
PROBLEM PROBABLE CAUSE PREHEAT depressed no panel indications 1 Battery
switch or power not on 1 Check switch andor fuel solenoid electric fuel pump and
preheat solenoid not energized 2 20 amp circuit breaker tripped 2 If opens again check preheat sole
enoid circuit and run circuit for shorts to ground
START SWITCH DEPRESSED no starter 1 Connection to solenoid faulty 1 Check connection
engagement
2 Faulty switch 2 Check switch with ohmmeter
3 Faulty solenoid 3 Check that 12 volts are present at the solenoid con
nection
4 Loose battery connections 4 Check battery connections
5 Low battery 5 Check battery charge state
START DEPRESSED panel indications OK 1 Poor connections to fuel solenoid Defective fuel run 1 Check mechanical positioning of the fuel solenoid
Start solenoid OK Fuel solenoid not solenoid PIN 2304 for plunger and throttle arm
functioning
2 Manually check movement of the fuel run solenoid
plunger and throttle arm
NO IGNmON cranks does not start Fuel 1 Faulty fueling system 1 Check for fuel to generator system
solenoid energized
2 Check for air in the fuel system
Allow system to selfbleed
3 Fulliitt pump faulty
ENGINE STOPS 1 Switch and wiring 1 Inspect all wiring for loose connections and
short
Circuits
NOT CHARGING BATIERY 1 Alternator drive 1 Check the drive belt and its tension Be sure the
alternator turns freely Check for loose connections
Check the output with a voltmeter Ensure 12V are
present at the regulator terminal
BATIERY RUNS DOWN 1 Oil pressure switch 1 Observe if the gauges and panel lights are
activated
when the engine is not running Test the oil pressure
switch
2 High resistance leak to ground 2 Check the wiring Insert senSitive 025 amp meter
in battery lines Do not start engine Remove con
nections and replace after short is located
3 Low resistance leak to ground 3 Check all wires for temperature rise to locate the
fault
4 Alternator 4 Disconnect alternator at output after a good battery
charging Jfleakage stops Remove alternator and
bench test Repair or replace
WATER TEMPERATURE AND OIL PRESSURE GAUGES
If the gauge reading is other than what is normally indicated If both of the above gauge tests are positive the gauge is
by the gauge when the instrument panel is energized the first undoubtedly OK and the problem lies either with the con
step is to check for 12 volts DC between the ignition B ductor from the sender to the gauge or with the sender
and the Negative B tenninals of the gauge If either of the above gauge tests are negative the gauge is
Assuming that there is 12 volts as required leave the instru probably defective and should be panel energized and perform the
following steps Assuming the gauge is OK check the conductor from the
1 Disconnect the sender wire at the gauge and see if the sender to the sender tenninal at the gauge for continuity
gauge reads zero which is the normal reading for this Check that the engine block is connected to the ground
situation Some starters have isolated ground terminals and if the
2 Connect the sender terminal at the gauge to ground and battery is connected to the starter both plus and minus
see if the gauge reads full scale which is the normal terminals the ground side wjJl not necessarily be connected
reading for this situation to the block
Engines Generators
CONTROL PANEL EARLY BY KEY SWITCH overheat condition exists and the operating temperature of
the engine reaches 205F and sounds the alarm The
Turning the ignition switch ON activates the instrument
tachometer will register the engine speed as it takes The oil and water temperature gauges will zero the
from the alternator as it charges If the alternator does not
voltmeter will indicate battery voltage and the hourmeter
produce a charge the tachometer will not operate The
wi1l start to record time The alarm buzzer should sound The
hourmeter will continue to record time The hourmeter is on
electric fuel pump will start to operate
a separate 12 volt the key wiJI activate the preheat circuit This closes a
The circuit is protected by a circuit breaker located on the
solenoid on the engine with an audible click and supplies 12
engine Whenever excessive current flows the circuit breaker
volts to the engine glow plugs Preheat as needed for weather
will trip This is a manual reset breaker which must be A noticeable voltage drop will indicate on the
before the engine wiJI operate electrically when the preheat circuit is to preheat tum the key to START This energizes
the starter and turns the engine over Once the engine starts A CAUTION The builderowner must ensure that the
release the keyswitch It should spring back to the ON posi instrument panel Wiring and engine are installed so that
tion and pop out of the preheat position electrical devices cannot come in contact with sea
The voltmeter should indicate a charge from the alternator of water
135 145 volts The oil pressure and the alarm buzzer
should shut off Oil pressure opens theoil pressure switch in The latest infonnation regarding your engines aJann circuit shutting off the
alarm The water tempera system is included on the wiring diagram shipped with the
ture switch operates the opposite way it closes when an engine Be sure to study this wiring diagram and all notes
thereon
PROPULSION ENGINE GENERATOR
INTAvweNT PANeL ASCSlY e 11
01 1 G Ii r I I
f 111 I
cr II I I
I I I
I I I
I II
I I II
I I I I
I I I I I
il I
I I I I
II I I
I I I 1
I I I I
Ii II I
I I I
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I II I I I
I I I
Aeo 0
r I
1 I I I
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G I I I
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I
1 I
Engines Generators
2 Lightly push the pinion back and measure the return
stroke called pinion gap
The swrtercan be roughly divided into the following sections
3 If the pinion gap is not within the standard range 05 to
A motor section which generates a drive power 20 mm adjust it by increasing or decreasing the number
of shims on the solenoid The gap is decreased as the
An overrunning clutch section which transmits an arma
number of shims increases
ture torque preventing motor overrun after starting
A switch section solenoid which is operated when
actuating the overrunning clutch through a lever and
which supplies load current to the motor
The starter is a new type small lightweight and is called a
highspeed starter Its differences in from conventional starters are as follows
In conventional starters the pinion slides on the motor
shaft armature shaft In the new type of starter the pin
ion shaft is separate from the motor shaft the pinion
slides only on the pinion shaft NoLoad Test
A reduction gear is installed between the motor shaft and 1 Connect the ammeter voltmeter and battery to the starter
the pinion shaft see The pinion sliding part is not exposed outside the starter 2
When the switch is closed the pinion must protrude and
so that the pinion may slide smoothly without becoming the starter must run smoothly at 3000 rpm or more If
fouled with dust and grease the current or starter speed is out of disas
semble the starter and repair it
The motor shaft is supported at both ends on ball bear
ings The lever mechanism switch and overrunning
clutch inner circuit are identical to conventional ones
B M
STARTER WIRING
A CAUTION Use thick wires as much as possible
and tighten every terminal securely This is a sole
noid shifttype starter which makes a rotating sound
louder than that of a directdrive type starter AND REPAIR detecting starter rotation at the
pinion tip be care
If any abnormality is found by the following tests the starter ful not to come in contact with the pinion gear when
should be disassembled and repaired
it Gap Inspection
1 Conned a battery 12V between the starter lenninaJ S
and the starter body and the pinion drive should rotate
out and stop
A CAUTION Never apply battery voltage for over
10 seconds Engines Generators
3 Holding test With a battery connected to the solenoid
terminal S and to the starter body manually pu out
Perform the following tests If any test result is not satisfac the pinion fully The pinion must remain at that replace the solenoid
assembly even when released from being held by hand
1 Disconnect the wire from terminal M
2 Attraction test Connect a battery to the solenoids termi
nal S for and M for Have a switch in the lead
and close it The pinion drive should extend fully out
CONNECTOR OFF
A CAUTION Do not apply battery current for
more than 10 seconds when testing the solenoid
HOLDING TEST RETURN TEST
4 Return test With a battery connected to the solenoid ter
minal and to the starter body manually pull out the
ATTRACTION TEST pinion fuUy The pinion must return to its original posi
tion when released from being held by DISASSEMBLY 7 Pull out the reduction gear lever and lever
spring from
the front bracket
1 Disconnect the wire from the solenoid terminal M
8 On the pinion side pry the snap ring out and pull out the
2 Loosen the two screws fastening the solenoid Remove
pinion and pinion shaft
the solenoid assembly
9 At each end of the armature remove the ball bearing
3 Remove the two through bolts and two screws fastening
with a bearing puller It is impossible to replace the ball
the brush holder Remove the rear bracket
bearing pressfitted in the front bracket If that bearing
4 With the two brushes pulled away from the armature has worn off replace the front bracket assembly
remove the yoke and brush holder assembly Then pull
the annature out
5 Remove the cover pry the snap ring out and remove the
washer
6 Unscrew the bolts and remove the center
bracket At the same time the washers
for the pinion shaft end play
adjustment will come off
PINION SHAFT
Engines Generators
SERVICE
CLEANING THE the solenoid for continuity between terminals S and
M and between terminals S and body No continuity should
be found between Sand M Continuity should be found
between S and the body and M and the body
COmNUITY CHECK
Brush and Brush Holder Inspection
1 Check the brushes If worn out beyond 10 mm replace
the brushes
The Annature
1 Check the armature with growler tester If its short dr EW USED
cuited replace the armature Also chck for insulation
2 Check the brush spring tension A weak or defective
between the communicator and its shaft If poorly insu
lated replace the armature spring will cause excessive brush wear replace the
springs if suspect
ARMATURE
CHECK
3 Check for insulation between the positive brush holder
and holder base If poorly insulated replace the holder
assembly Also check the brush holders for proper staking
2 Measure the commutator 00 and the depth of undercut
Repair or replace it if the service limit is exceeded Also
check the commutator outside surface for dirtiness and
roughness If rough polish the commutator with a fine
crocus cloth
COMMUTATOR OD
Engines Generators
SERVICE
Field Coil Inspection
1 Check for insulation between one end brush of the coil
and yoke
2 Check for continuity between both ends brushes of the
coil
3 Check the poles and coil for 2 Greasing Whenever the starter has been
overhauled
apply grease to the following parts
FIELD COIL TEST a Armature shaft gear and reduction gear
h All bearings
c Bearing shaft washers and snap rings
d Bearing ADJUSTMENT AND REASSEMBLY e Pinion
f Sliding portion of lever
A CAUTION Before installing thoroughly clean the
starter flange and mounting surfaces remove all oil
old paint and rust Starter pertonnance largely A CAUTION Neer smear the starter fitting silr
depends on the quality of the wiring Use wire of suffi face terminals brushes Dr commutator with
cient size and grade between the battery and starter grease
and fuly tighten to the terminal
3 After reassembly check by conducting a noload test
the starter assembly in the reverse order of making sure of the folJowing
1 Pinibn shaft end play adjustment Set the end play
thrust gap to between 05 to 2 mm by inserting an
adjusting washer between the center bracket and the
reduction gear
a Fit the pinion shaft reduction gear washer and snap
ring to the center bracket
b Measure the end play by moving the pinion shaft in
the axial direction If the end play exceeds 05 mm
increase the number of adjusting washers Engines Generators
DC ELECTRICAL NOTE An isolator with a diode a solenoid or a ballery
selector switch is usually mounted in the circuit to isolate the
The DC Circuit functions to start operate and stop the gener
balleries so the starling battery is not discharged along with
ators engine The circuit is best understood by reviewing the
the house batteries If the isolator is charging the starting
DC ELECTRICAL SYSTEM WIRING DIAGRAMS
battery but not the house battery the alternator is OK and
The engines DC wiring is designed with three simple basic the problem is in lhe battery charging preheat slart and run or stop
Engine 12Volt Control Circuit A WARNING Shut off the engine battery switch or dis
The engine has a 2 volt DC electrical control circuit that is connect from the battery when working on the engine
shown in the wiring diagrams Refer to these diagrams when electrical or when servicing the DC electrical system
on the engine
Checking for Proper Voltage
If you suspect the alternator has failed perform the folJowing
A CAUTION To avoid damage to the battery charg tests with the engine off
ing circuit never shut the engine battery switch 1 Using a voltmeter connect the voltmeter red wire clip to
while the engine is running Shut off the engine battery the output terminal B
switch however to avoid electrical shorts when 2 Connect the voltmeter negative wire to any ground on the
working on the engines electrical circuit engine
3 Check the battery voltage If the battery is in good SYSTEM tion it should read 2 to 125
volts
The charging system consists of an alternator a voltage 4 Check the voltage between the alternator an engine DC wiring harness an
terminal B and any engine ground If the circuit is good
DC circuit breaker a battery and connecting wires Because the voltage at the alternator should be the same as the
of the use of integrated circuits ICs the electronic voltage battery unless theres an isolator in the circuit then the
regulator is very compact and is mounted internally or on the reading would be zero
back of the A CAUTION To avoid damage to the battery chalg
If you suspect that the alternator is not producing enough ing citeuit never shut off the engine battery to charge the engines battery
check the following when the engine is running
A WARNING A failed aftemator can become very
hot Do not touch until the alternator has cooled down A WARNING Before stalfing the engine make cel
fain that everyone is clealof moving parts Keep away
o Make certain your alternator is securely mounted from sheaves and belts during test procedures
o Check the drive belts for proper tension
o Inspect for loose or disconnected wires at the alternator 5 Start the engine
6 The voltage reading for a properly operating alternator
should indicate between 135 and 145 volts If your
alternator is over or have it repaired at a
reliable service shop
NOTE Before removing the alternator for repair use your
voltmeter to ensure that 2 volts DC excitation is present
at the EXC lerminal if the previous test showed only bat
tery vollage at the B oUlput MANDO
51 AMP Engines Generators
DC ELECTRICAL SYSTEM
BAmRY the and then estab A WARNING These glow plugs will become very hot
lish a systematic maintenance schedule for your engines to the touch Be careful not to bum your fingers when
starting batteries and house batteries testing plugs
o Monitor your voltmeter for proper charging during
engine operation
Reinstall the plugs in the engine and test them again The
o Check the electrolyte level and specific gravity with a plugs should get very hot at the terminal end within 20 to
hydrometer 25 seconds If the plugs dont heat up quickly check for a
o Use only distilled water to bring electrolytes to a proper short circuit
level When installing the glow plugs use antiseize compound on
o Make certain that battery cable connections are clean the threads
and tight to the battery posts and to your engine
o Keep your batteries clean and free of corrosion A CAUTION Do not keep glow plugs on for more
than 30 seconds
A WARNING Sulfuric acid in lead batteries can
cause severe bums on skin and damage clothing Wear
protective gear
PREHEAT GLOW PLUGS
GLOW PLUGS
The glow plug is a small heater installed in each chamber They run off the engine starting battery and
become red hot when glow plugs are wired through the preheat PREHEAT is pressed at the control panel this click on and the glow plug should begin
to get hot
Glow plugs can be checked by unscrewing and holding them
against a good ground engine block and turning them on
The tip should glow red hot You can also use an ammeter to
test the power drain 8 to 9 amps per plug or an ohmmeter
to test resistance 11 to 12 ohms TYPICAL GLOW PWG
Engines Generators
NOTE The alternator connections and color coding described
on the following illustrations may vary from earlier WEST
The alternator serves to keep the battery constantly charged
ERBEKE engines Always refer to the wiring diagrams in
It is driven from the pulley at the end of the crankshaft by a
this manual and also make a quick sketch of your The type of alternator used is ideal for high speed
wiring before disconnecting for having a wide range of engine speeds It that convert AC to DC and an IC regulator that keeps
the generated voltage constant even when the engine A CAUTION Do not use any highvoltage tester such
as a megger Otherwise damage to diodes will result
During highspeed running of the engine do not discon
nect the positive or negative terminal of the battery
from terminal B of the alternator this is done diode
failure will result
Wdh altemators having Ie regulatorsJ absolutely avoid
a short circuit between terminals Band L This would
allow cuent to flow in the Idiode trio and damage it
Do not start the engine with the lead disconnected from
tenninalB of the alternator Otherwise damage to the
voltage regulator will result ALTERNATOR When charging the battery with a quick charger be
If you suspect that the alternator is not producing enough
sure to disconnect the battery tenninals to prevent voltage to charge the engines battery check the following
damage to diodes o Make certain your alternator is securely mounted
o Check the drive belts for proper tension
o Inspect for loose or disconnected wires at the alternator
A WARNING A tailed alternator can become very
bot Do not touch until the alternator has cooled down
Testing The Charging Voltage
SHAFT If you suspect the alternator has failed perfonn the following
tests
1 Using a voltmeter connect the voltmeter red wire clip to
the output terminal B
2 Connect the other voltmeter wire to any ground on the
engine
3 Start the engine and record the voltmeters readings
STATOR
A CAUTION To avoid damage to the battery charg
ing circuit never shut off the engine battery SWitch
when the engine is running
Engines Generators
SERVICE
The voltage reading for a properly operating alternator NOTE If the screwariver is inserted too deep the slOtor
should be between 135 and 145 volts If your alternator is coil might be or have it repaired at a reliable service
2 Hold the rotor in a vise and remove the pulley nut Then
shop or continue with the following tests
remove the pulley fan spacer and seal Next remove the
NOTE Before removing the alternator for repair use your rotor from the front bracket and remove the to ensure that I2 volts DC
excitation is preselll at
3 Unsolder the rectifierfrom the stator coil lead wires and
the R XC terminal if the previous tesi showed only battery
remove the stator at the B output terminal
NOTE Make sure that the solder is removed quickly in
less than five seconds If a diode is heated to more than
I50 aC 310F it might be damaged
4 Remove the condenser from terminal B
5 Unsolder the plates Band L from the rectifier assembly
6 Remove the mounting screw and B terminal bolt and
remove the electronic voltage regulator and brush Test
The regulator and brush holder cannot be Disconnect the battery ground cable 7 Remove the rectifier assembly
2 Disconnect the wire from terminal B on the alternator S Brush and brush spring replacement
and connect an ammeter between B and this wire
When only a brush or brush spring is to be replaced it can
3 Connect a voltmeter between terminal B and ground be replaced without removing the stator etc With the brush
4 Connect to the P terminal holder assembly removed unsolder the pigtail of the brush
5 Reconnect the battery ground cable to the tenninal NOTE If the terminals Land B of the rectifier assembly are
The voltmeter should indicate the battery voltage bent damage might result to the rectifier Therefore the
plates Band L should be gently bent at the center
6 Connect B to the R terminal Start the engine TERMINAL
B BOLT
S Tum on 12 volt accessories equaling the amperage output
of the alternator accelerate the engine to the specified
speed 2000 to 3000 rpm and measure the output cur
rent The output current should be close to the alterna
tors maximum ouput RECTIFIER REGULATOR
ASSEMBLY BRUSH HOLDER
Output Current 1300 rpm 2500 rpm 5000 rpm
Hot 16 amp 41 amp 48 amp
STATOR
Cold 24 amp 50 amp
NOTE rpm is thaI of the alternator The pulley ratio
alternator vs crank pulley is 178 to 1 all readings are
at j 35 liolts
REAR
OUTPUT TEST SETUP
After removing the three assembly insert a
screwdriver between the front bracket and stator While SPACER ROTOR
prying it remove the front bracket and rotor
Engines Generators
SERVICE
An alterlUlte method for removing the stator winding brush reguotor unit and the Ie diode rectifier assembly
from the rear bracket With the front bracket and rotor separated from the rear half of the alternator Diode troubles are
classified as opencircuit and Insert a between the stator core When the diode is no current flows In the
and the edge of the rear bracket on the same side as the diode current flows in both directions
brushholder Raise this side of the stator core away from
the bracket so as to open a gap of about 12 inch Checking for Short Circuit
NOTE Be careful not to allow the screwdriver blade to Check for continuity between the heat sink and the stator
enter far enough to touch the stator winding cojl lead joint terminal and betwecn the heat sink and the
said terminal If each test shows current flow in both direc
2 Maintaining the 12 inch gap insert the screwdriver tions the diodes are Replace the rectifier
between the stator core and the bracket on the rectifier
assembly
side and move the stator laterally toward the brush holder
for a distance of 12 to 34 of an inch without lifting it
from the bracket
3 Insert a 2 Phillips screwdriver through this opening and
remove the two screws holding the rectifier
DIODE TRIOS 3
HHEATSINK
ASSEMBLY
Checking for Open Circuit
4 Remove the nut anchoring the B terminal bolt and the To check for an open circuit in the diodes which have passed
capacitor mounted thereto on the outside rear of the the test disconnect the diode leads and check
bracket Then remove the third Phillips screw holding the with your ohmmeter between the diode lead and the body
brush holder to the bracket reversing the leads If no continllity is found the diode is
5 Carefully withdraw stator brush holder and rectifier from open
the rear bracket as one loosely connected unit
Checking Diode Trio
With the bracket out of the way it is easy to unsolder the
stator winding leads from the rectifier quickly to avoid Check each of the three diodes for continuity If any diode
heat damage to the diodes and IC chips It is also easier allows current flow in both directions or does not allow
to renew the brushes because there is no need to bend the current to flow in one direction replace the rectifier assembly
connecting plates between the brush holder and the
rectifier and possibly damage the reversing this procedure make sure that the leads are gently pushed back from possible contact
with the rotor body after seating the stator into the Engines Generators
the stator lead wires from the coil and check between the three leads with a circuit tester If no
continuity is found the stator windings are open Next check
for insulation between each lead and the core If continuity is
found replace the stator
Checking Brush and Brush Spring
Replace the brush if it has worn to the replacement value
Check the brush spring force Also confinn that the bnIsh
moves smoothly in the brush holder
Standard Replacement
Value Required at
Brush Length mm 18 8
Brush Spring Force g 370060 210
Checking the Slip Ring
Because the slip ring wears very little the diameter must be
measured with a micrometer Replace the rings rotor
assembly when wear reaches the replacement value
Standard Replacement
Value Required at
Field Coil Rotor Slip Ring 00 33mm 322 mm
Check resistance between the slip rings The resistance must Runout 003 mm or less 02mm
confonn to the specified value
Resistance Value 387Q 10 The slip ring must be smOth with no surface oil If neces
sary clean and polish with a fine crocus cloth
REGULATOR
The regulator consists of a voltage regulator and a lamp
relay their wires are gathered into a connector The VOltage
regulator is used to always keep the alternator output con
stant regardless of alternator speed and to cut off the flow of
current to the field coil when necessary The lamp relay is
used on the Captain panel only to illuminate the panel light
indicating no alternator charge The 50A alternator has a
builtin Ie regulator During alternator operation field cur
rent is controlled automatically by the Ie regulator
1 Connect an ammeter approx 60A rating between the
battery positive tenninal and its cable
2 Connect a voltmeter between the generator terminal L
Check for continuity between the slip ring and the core If and the ground In this case the voltmeter must is continuity it means that
the coil or slip ring is 0 If otherwise indicated a defective alternator or
grounded Replace the rotor assembly faulty wiring is
Engines Generators
SERVICE
3 Tum the starting switch key to the ON position and the REASSEMBLY
voltmeter wilJ indicate a value considerably lower than
the battery vOltage If the indication is near the battery
voltage a defective generator is possible A CAUTION Connect the altemator properly Should
4 With the ammeter start the engine the polarity be reversed a powerful current would flow
from the battery into the alternator damaging the
diodes and wiring harness
A CAUTION the ammeter is not shortcir
cuited a large starting current will bum out the
ammeter coi 1 Install the alternator support bolt through the alternator
leg underside into the engine casting
2 Swing the alternator into position on the adjusting
s Increase the engine sed to between 2000 and 3000 rpm
bracket and fasten Lightly tighten
and read the ammeter
3 Adjust belt tension
6 If the ammeter reading does not exceed SA read the
voltmeter at that state 20003000 rpm The voltmeter 4 Tighten both bolts and recheck belt tension
reading is the regulated voltage Torque values
7 If the ammeter reading exceeds 5A continue charging Support bolt 2024 Nm 15 18 ftIbs
the battery until the ammeter reading drops to SA or Adjusting bracket bolt 12 14 Nm 9 10 ftlbs
below or replace the battery with a fullycharged one or NOTE Make certain the belts are perfectly aligned with
connect a 14Q 25W resistor in series to the battery to the alternator and engine pulleys If not insert or remove
restrict charging current spacers as needed to align the The Ie regulator is of the temperature compensation
type
and therefore regulated voltage varies with temperature
It is necessary to measure the temperature of the rear
bracket surrounding the regulator and to use the
measurement for correction of regulated voltage
AMMETER
CHECKING THE ICREGULATOR VOLTAGE
Engines Generators
uses a variety of marine transmissions made
by wellknown marine manufacturers such as H URTH ZF
BORG WARNER PARAGON and others If you parts repair work or an overhaul we recom
mend contacting the transmission manufacturer directly on the locations of authorized service
Engines Generators
DC ELECTRICAL SYSTEM
ENGINE WIRING DIAGRAM 24666
utI ot
W I Doo
I CQUPOCO
useo
SftlES Ilo ATE ATaR
12VOLT lOAM
4 30594 IZo SO4
33 24151 PAWliilESS 3e Z4d80 PA COMPtEre
I
31 Z4777 KeY slrCH I
O 335 ALRM
Zf 30944 OIL PReSS SlAI NC I
28 15025
Z7 12Aci3
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tow pues
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13 Nl71 SAIIE7Y SW WAfINlie I
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17 2i5e1 TtKlr
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10 24166
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119 SWITIf PREHEAT I
3 24133 01 PREJslRE GAUl
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I 1I7 I
OPlION
ITEM PART NO OESCRIPTION CTI ASS Sf
Engines Generators
DC ELECTRICAL SYSTEM
ENGINE WIRING SCHEMATIC 24666
l I
Nores OIoJ lWlrCH JUS tG INfrAlL IN r Ie TO nJE SAlIrA cuculr 1110 we SArrs 1 F
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1101 OJ 175 AT 2VlC WILl NOIflMAlY 3IflIIG THEt UNtr
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WRNINt 5ENtEI CONdECliON
CONrACT WITH B MAY DAMAfE SENPE
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3 A Ii IIIA EI SUI fIII
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WIllNt ANI ENtINI JU ro pliEVENr CONncr
BlrwtE DtVlCEf AND SALL WArlZ
Engines Generators
DC ELECTRICAL SYSTEM
ENGINE WIRING DIAGRAM 33685
It IOOT I
W
PAtCA SOL
SCCoTt
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10
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23 IIO GLOW P1uG W40 I
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3 24133 Olt PREfrV1 GAVGE I
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I 1IJ17 rACHoErER I
rTEM PART NO OeSC1 PTION QoYASS Tl
Engines Generators
DC ELECTRICAL SYSTEM
ENGINE WIRING SCHEMATIC 33685
IZVOC 8TTEFI
AATCR
to N
NoreS II ONOF JWlrlH JUST tJ lNrID 11 ns INt TO
nUl STAIITel CIlltCUIT OM THE BATTISY 101 W WHEN
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WITH CCNTiNlOUS
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Iur SUC A SWlrc MUST NIVUZ Jlt USiP TO WAKE H TNI rrAlrER OTHER Narcs
VVRNlNG 5ENttl caNNEClioN
CONrACT WrH MAY CuMAGE SENDIl
PRtHT All JErfJRN II rHROVH eNGINt BtOIK
f0 WIIiING Of see rIt IOLLOWlIVG DIARVfS
I OTOROLA 8l A M 123 2
START sw1 120 Mp 1Ii3 I
LEC NIIVU 3 AMS
lOS AMP II 14
Ip ADDITIONAl 1ElM SWlrCNES III RItiD 0 oS rARi
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L PKlSSulfl swmHES 01OUN1 AT THI BUt
ALAR
ApPI SILASrlC Olii rll WaUNO rAPE AIiOIlND CONHECrJCS
CAvnON
rts PRopXT IS pAoTcrlio BY MANUAl ReseT
CIRCUIT 81EAItIItJt OC TIiO NEAP nlE STARrER NI AS C10SE
TO r Sou 0 CUfREN AS EXCESSIVE CU1IifENr DlMlloI rill NsrRVMENr PANL
WrNC plfl EIWWE WILL ClUSE rNI TO TIIIP IN i1l veNT
MOsT fNtfWI MQPi1S WIU Stun Jl9WA 8ECAUs1S THE ONolED
Ii At l1R 1 SuPP E
I15UfuEI OWNEI Ur Se
SVe AT 1114 PANet
WIIiiC IIID eNIIIIE Age lNsrAILED 10 PIfEVtNr CONrCr
SGrWtHN DeVIcE AND SAlr rEI2w
Engines Generators
DC ELECTRICAL SYSTEM
ENGINE WIRING DIAGRAM 36467
9 0 REO
WATER
GlOWIl1UGS TEMP
2340 14 SWITCH
I
DEIEDI1IG fI
uMSER OF
IOPTIOIoA I
CY CERS
IITI1I5T
p El
14 LT BlU I
PREHEAT
SOLENOIO
I
14lT BluE I
OlL I
RES SURE 1
SWITCH I
E OoEsi j I
fQl IUil SOlENOID
to
I
NOTE t
SEE 2
FRESSURE
SENDER
w USED SONE MODELS
PTION wTI1
OUDT
eGt
P4HElI
QIOCK
PUMP
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ALTERNATO R 51 A
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I r 1 1 Lut
1
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i 0 ALTD J

FUEL SOLENOI D WIRING
lS TII w09N1IE
IAMP IJz I
I START 48L
I I
I TH JIII I s
ApJ II JY 01 I
I
CAPTAIN
l4Blit fi I PANEL
I j
I
I
KEV5WITCH
FREHEAT
lAMP
141J11I
TACHOMETER
I SWITCH
18 91K I
I 881K
I
I le8l
I
I 1 RLK
L 1
Engines Generators
DC ELECTRICAL SYSTEM
ENGINE WIRING SCHEMATIC 36467
to 12VOC
I P
I I
I L
I FUEL SOLENOIO
O SNOR
WT SW
SI SI 52 51
TACH
PI PI PI PZ
TEST
04 SWITCH
PREHEAT SWITCH
I TuRN KEY TO ON POSITION THE ALARM WILL SOUNOOIL PRESSURE AND
BATTERY CHARGE INDICATORS WILL LIGHT
2PUSH PREHEAT SWITCH FOR 15 TO 60 SECONDS AS REQUIRED 1 ALARM WILL STOP
3WHILE CONTINUING TO PUSH PREHEAT SWITCHPUSH THE START SWITCH ALSO
WHEN THE ENGINE STARTS RELEASE THE START SWITCH ONLY
4WHEN THE OIL PRESSURE INDICATOR LAMP GOES OUT RELEASE THE
PREHEAT SWITCH
TURN THE KEY TO TH E OFF THIS PRODUCT IS PROTECTED BY A MANUAL RESET CIRCUIT BREAKER LOCATED NEAR
THE STARTER EXCESSIVE CURRENT DRAIN WILL CAUSE THE BREAKER TO TRIP AND THE
ENGINE WILL SHUT DOWN THE BUILDEROWNER MUST BE SURE THAT THE INSTRUMENT
PANELyWIRING AND ENGINE ARE INSTALLED TO PREVENT CONTACT BETWEEN ELECTRICAL
DEVICES AND SALTWATER
2 AN ONOFF SW ITCH SIiOULD BE I NSTALLED BETWEEN THE BATTERY AN 0 STARTER TO
DISCONNECT THE BATTERY IN AN EMERGENCY AND WHEN LEAVING THE SOA T A SWITCH
WITH A CONTINUOUS RATING OF 75 AMPS AT 12VDC WILL SERvE THIS FUNCTION THIS
SWITCH SHOULD NOT BE USED TO AKE OR BREAK THE CIRCUIT
3 PINK WIRE AT PLUG Z IS UNUSED AND SHOULD BE Engines Generators
DC ELECTRICAL SYSTEM
ENGINE WIRING DIAGRAM 36844
WATER wATER
GLOwPLVGS TEMP TEMp
234otI
SENOER SWITCH
OENOI ON
HUUilEAor 0
PREHEAT
SOLENOIO
FUEl SOLE tl
ZI 1
PRESSURE
SENOER
ilII
14 LT ElIU
0 AU 4 GREEN
I I
ALTERNATOR 51 A
ustO 0fI H COEISl
I I
I I
I I
I I
I I
VOlTMETER
01110
ADMIRAL
PANEL
Engines Generators
DC ELECTRICAL SYSTEM
ENGINE WIRING SCHEMATIC 36844
12 VDC
STARTER
GLOWPLUS
PREHEAT SOL
C8 C8
20A lOA
LIFT PUMP
P IC
I FUEL SOL
NEUTRAL
WTSNDR
O P SNOR
IJ T SIJ
SI SI 1 52 52 SI SI SI SI
PI rl PI PI P2 PI PI PI PI
TACH
C 0 p VOLTS
ALARM
PREHEAT SW
NOTES
I THIS PIIODUCT IS PROTECTED BY A MANUAL RESET CIRCUIT BREAKER LOCATED NEMI THE
STARTER EXCESSIVE CURRENT DRAIN WILL CAuSE THE SREAKER TO TRIP ANO THE ENGINE
WILL SHUT DOWN THE MUST BE SURE THAT THE INSTRUMENT PANEL
WIJUNG AND ENGINE ARE INSTALLED TO PREVENT OONTACT BETWEEN ELECTRICAL DEVICES
AND 2 AN ONOFF SWITCH SHOULD eE INSTALLED BETWEEN THE BATTERy AND STARTER TO
DISCONNECT THE BATTERY IN AN EMERGENCY AND WHEN LEAVING THE BOAT A SWITCH
WITH A CONTINUOUS RATING OF 175AMPS AT 12VDC WILL seRVE THIS FUNCTION THIS SWITCH
SHOULD NOT BEUSEO TO MAKE OR BREAK THE CIRCUIT
GRAY WIRE AT PLUG 2 IS UNUSED AND Sl40ULD 8E Engines Generators
DC ELECTRICAL SYSTEM
ENGINE WIRING DIAGRAM 39144
This diagram illustrates the VDC negative ground
o
electrical circuit Two panels are also
shown the Captains Panel
and the Admirals PaneL I 1
OTf II
I J
12 IIDC
llllI
HOTE
AN ONOFF SWITCH
SHOULD BE IN
STALLED BETWEEN
THE BAITERY AND ADMIRAL
STARTER TO DIS PANEL
CONNECT THE BAT
TERY IN AN EMER
GENCY AND WHEN
LEAVING THE BOAT
A SWITCH WITH A
CONTINUOUS
RATING OF 175
AMPS AT 12 voe
WILL SERVE THIS
FUNCTION THIS
SWITCH SHOULD
NOT BE USED TO
MAKE OR BREAK
THE ClRCUIT
lit Ie
CAPTAIN
PANEL
r
I lUI
1
cLO L
Engines Generators
DC ELECTRICAL SYSTEM
ENGINE WIRING SCHEMATIC 39144
1 woe
r L I
1 Ttl 1 I
U i
I fUEL I
y
1 I
I I
ADMIRAL
PANEL
NOTES
I THIS PODUCT IS fOTECTED In A MANUAL IIESET CIIICUIT IIREAIIOEIt LOCATE NEAll THE
STAltTEIt EXCESSIVE URItEIIT WILL CAU THE III1AIIEIt TO TRI AIID THE EMGUIE WILt
sHUT DOWM TME 1111 I LOU 1OWII II IIUST IE SUIIE TMA T THE I ANL Illi 0
IIME AII INSTALlD TO f1tVENT CONTACT IlEnrEEII ELECTaCAl DEVICEs AND sEAUEJ
z AM OIlOFF SITCH IIOULD I IJSTAlUD IIETWEEII TilE hTTlltY AIID nUTU TO
DISCOMNECT TilE eATTERY III All IIII611CT AIID HEII LEAVIIIG THE IIOAT A SWITCH
11TH A COIiTlIIUOUS IIATI1I6 Of 17 AMIS AT 12 YDC WilL SEIVE THIS fUlICTIOII THIS
SWITCH SHOULD IIOT lIE USED TO MAli 011 BREAI THE CIIICUIT
3 THE IIIK IIE AT LUG IS UIIIISD AIID SHOULD eE SIILATO CAnAIII ANEl OllLT
4 THE GlIAl lIRE AT PLUG 2 IS UIIUSED AIIO SIIOULO liE I NSULAT ADlliltAL IAL OIlLT
CAPTAIN
PANEL
LT IIIU
T1 0
51 AMP ALTERNATOR pBESIO lIE 7Z AMP ALI
ST UORI AI HIlIIArOIl 011 THt
e Ili IHe
C ii ct m IZ
o UN VERSAl
PRESTQl lIE
PROPULS ON
51 AMP ALI
Engines Generators
STANDARD HARDWARE Unless stated otherwise for a specific assembly use the following torque values when tightening standard 4 Pitch
Ibft kgm Grade 7T 8T and 88 Pitch Ibft kgm
6mm bolt headnut 2951 0407 6mm bolt headnut 5887 0812
8mm bolt headnut 125 72116 1016 8mm bolt headnut 125 145217 2030
10mm bolt headnut 125 137224 1931 10mm bolt headnut 125 28939S 4055
10mm bolt headnut 15 130217 1830 10mm bolt headnut 15 268376 3752
12mm bolt headnut 125 ISO 25339S 3555 12mm bolt headnut 125 ISO 542759 75105
12mm bolt headnut 15 253398 3555 12mm bolt headnut 15 506651 7090
12mm bolt headnut 175 217362 3050 12mm bolt headnut 175 434615 60S5
13mm bolt headnut 15 325506 4570 13mm bolt headnut 15 579868 80120
14mm bolt headnut 15 362579 5080 14mm bolt headnut 15 7231085 100150
14mm bolt headnut 2 340557 4777 14mm bolt headnut 2 6871013 95140
16mm bolt headnut 15 542796 75110 16mm bolt headnut 15 10851664 150230
16mm bolt headnut 2 514767 71106 16mm bolt headnut 2 10131591 6T
Grade 5 Cap Screw
6mm bolt headnut 4365 0609 14 UNC 911 1215
8mm bolt headnut 125 10S159 1522 14 UNF 1113 1518
10mm bolt headnut 125 217325 3045 516 UNC 1S20 2528
10mm bolt headnut 15 195304 2742 516 UNF 2123 2932
12mm bolt headnut 125 ISO 362579 5080 38 UNC 2833 3746
12mm bolt headnut 15 362506 5070 38 UNF 3035 4148
12mm bolt headnut 175 347492 4868 716 UNC 4449 6168
716 UNF 5055 6976
12 UNC 6873 94101
12 UNF 73S0 Engines Generators
METRIC CONVERSIONS
INCHES TO MILLIMETERS MILLIMETERS TO INCHES
Inches mm Inches mm mm Inches
mm Inches
1 2540 15 38100 1 00394 15 05906
2 5080 20 50800 2 00787 20 07874
3 7620 25 63500 3 01181 25 09843
4 10160 30 76200 4 01575 30 11811
5 12700 35 88900 5 01969 35 13780
10 25400 40 101600 10 03937 40 15748
10 MILLIMETERS 1CENTIMETER 100 CENTIMETERS 1 METER 3937 INCHES 33 FEET
INCHES TO METERS METERS TO INCHES
Inches Meters Inches Meters Meters Inches Meters Inches
1 00254 7 01n8 01 3937 07 27559
2 00508 8 02032 02 7874 08 31496
3 00762 9 02286 03 11811 09 35433
4 01016 10 02540 04 15748 10 39370
5 01270 11 02794 05 19685 11 43307
6 01524 12 03048 06 23622 12 47244
TO CONVERT METERS TO CENTIMETERS MOVE DECIMAL POINT TWO PLACES TO THE RIGHT
YARDS TO METERS METERS TO YARDS
Yards Meters Yards Meters Meters Yards Meters Yards
1 091440 6 548640 1 109361 6 656168
2 182880 7 640080 2 218723 7 765529
3 274320 8 731520 3 328084 8 874891
4 365760 9 822960 4 437445 9 984252
5 457200 10 914400 5 546807 10 1093614
MOVE DECIMAL POINT FOR HIGHER VALUES eg 6000 METERS 656168 YARDS
POUNDS TO KILOGRAMS KILOGRAMS TO POUNDS
Ib kg Ib kg kg Ib kg Ib
1 0454 6 2722 1 2205 6 13228
2 0907 7 3175 2 4409 7 15432
3 1361 8 3629 3 6614 8 17637
4 1814 9 4082 4 8818 9 19842
5 2268 10 4536 5 11023 10 22046
GALLONS TO LITERS LITERS TO Liters Gallons Liters Liters Gallons Liters Gallons
1 379 10 3786 1 026 60 1566
2 757 20 7571 2 053 90 2377
3 1136 30 11357 5 132 120 3132
4 1514 40 15142 10 264 150 3962
5 1893 50 18928 20 528 180 4754
PINTS TO LITERS LITERS TO PINTS
Pints Liters Pints Liters Liters Pints Liters Pints
1 047 6 284 1 211 6 1268
2 095 7 331 2 423 7 1479
3 142 8 379 3 634 8 1691
4 189 9 426 4 845 9 1902
5 237 10 473 5 1057 10 2113
TEMPERATURE
32 40 50 60 70 75 85 95 105 140 175 212 OF
I I I I I I I I I I I I
I I I I I I I I I I I I
0 5 10 15 20 25 30 35 40 60 80 100 C
Engines Generators
GENERATOR OF ELECTRIC MOTORS GENERATOR FREQUENGY power required to start an electric motor is
considerably Frequency is a direct result of speed as
more than is required to keep it running after it is started indicated by the motors require much more current to start them than
D When the generator is run at 1800 rpm the AC Splitphase AC motors require more current to start output frequency is 60 hertz
under similar than other types They are com
monly used on easystarting loads such as washing D When the generator is run at 1500 rpm the AC or where loads are applied
after the motor is start output frequency is 50 hertz
ed such as small power tools Because they require 5 to 7 Therefore to change the generators frequency the genera
times as much current to start as to run their use should be tors drive engines speed must be whenever possible if the electric motor is to
be dri
ven by a small generator Capacitor and GENERATOR require from 2 to 4 times as much current to start as D Maintaining
reasonable cleanliness is important
to run The current required to start any motor varies with the Connections of terminal boards and rectifiers may
load connected to it An electric motor connected to an air become corroded and insulation surfaces may for example will require more
current than a conducting if salts dust engine exhaust carbon etc
motor to which no load is connected are allowed to build up Clogged ventilation openings
In general the current required to start lISvolt motors con may cause excessive heating and reduced life of wind
nected to medium starting loads will be approximately as fol ings
lows D For unusually severe conditions thin AMPS FOR RUNNING
AMPS FOR STARTING coatings should be sprayed or brushed
MOTOR SIZE HP AMPERES AMPERES over all surfaces to reduce rusting and corrosion
Typical materials suggested are Ashland Tectyle 506
16 32 64 224
and Daubert Chemical Co 14 46 92 322 D In addition to periodic cleaning the generator should be
13 52 104 728 inspected for a tightness of all connections b evi
dence of overheated terminals and c loose or dam
12 72 144 292
aged wires
34 102 204 408 D The drive discs on single bearing generators should be
1 130 26 52 checked periodically if possible for tightness of screws
and for any evidence of incipient cracking failure Discs
NOTE In the above table the maximum Amps for Starting should not be allowed to become rusty because rust
is more for some small motors than for larger ones The rea may accelerate cracking The bolts which fasten the
son for this is that the hardest starting types splitphase are drive disc to the generator shaft must be hardened steel
not made in larger sizes SAE grade 8 identified by 6 radial marks one at each
of the 6 corners of the head
Because the heavy surge ot current needed for is required for only an instant the generator will not D The rear armature bearing is
lubricated and sealed no
be damaged if it can bring the motor up to speed in a few maintenance is required However if the If difficulty is experienced in
starting motors turn becomes noisy or have it replaced
off all other electrical loads and if possible reduce the load D Examine the bearing at periodic intervals No side
on the electric motor movement of the shaft should be detected when force is
applied If side motion is detectable the bearings are
REQUIRED OPERATING SPEED wearing or wear on the shaft of the bearing socket out
Although individual units may vary slightly the normal volt side bearing has occurred Repair must be made quickly
age and frequency of typical 60 50 hertz enginedriven gen or major components will rub and cause major described in this manual are
approximately as fol to the run first with noload applied then at half the genera D Examine the control box at periodic
intervals to detect
tors capacity and finally loaded to its full capacity as indi cracks from engine and generator vibration If cracks in
cated on the generators data plate the box are seen engine vibration may be severe
The output voltage should be checked periodically to ensure requiring bracing in the box for additional strength to
proper operation of the generating plant and the appliances it resist
GENERATOR A complete and illustrated text on and ser
vicing the WMD and BT generators is furnished in the fol
lowing pages
Engines Generators
WMD as well The housing with field coils is heavy Once the
housing has cleared the armature shaft it should be sup
The WMD model generator is a selfexciting and selfregu
ported and slowly drawn over the armature Try not to
lating brush style generator requiring only a driving force to
drag it over the voltage It is four lead reconnectable for 115 volts or
115230 volts and has a four pole revolving armature with INSPECTION
no DC brushes or commutator It has a solid state bridge rec 1 Inspect the bearing and replace as needed If the unit is
tifier in the exciter circuit AC slip rings a dripproof con going through a major overhaul bearing replacement is
struction and a single bearing design Voltage regulation is noload to fullload and frequency regulation is 34
2 Check the field coils resistance values Remove the field
hertz noload to fullload It is in insulation class F as
coils from the housing Note and mark each field by MEMA MGI165 and its temperature rise is
position in the housing Do not mix them up Each coil has
within MEMA MGI2240 definition when operating at full
a different part number and a specific position in the hous
load Its blower fan is direct connected to
ing Incorrect assembly will cause low voltage output
the armature shaft for cooling Capacitors across the hot leg
and neutral minimize radio interference within the limits of 3 Unbolt the armature from the flywheel Test the armature
most commercial and civilian applications The armature is with an ohmmeter Clean the slip rings and polish using a
balanced laminated steel double dipped and baked The field crocus cloth
ring is thick hot rolled steel with a welded bearing machined as an assembly for precise bearing align
REASSEMBLY
Reassemble in reverse order
ment The rear carrier bearing is double sealed
with an antirotation lock NOTE When assembling the housing onto the generator arma
WMD GENERATOR ture be sure to properly align the antislip
groove in the bear
FREQUENCY 60 HERTZ STANDARD
ing with the hole in the housing and install a new lock pin
RPM 1800 for 60 Hertz The fan on the back end plays an important part in moving
NOTE To convert a 60 Hz 1500 for 50 Hertz
unit to 50 Hz the armature air through the generator for cooling In installations where
must be changed surrounding air is limited outside air should be ducted to the
Voltage Normal 115VAG 230 VAG
Maximum 132 VAG 264 VAG area of the screened endbell inlet to provide this needed air
Minimum 108 VAG 216 VAG for cooling and combustion as well
Excitation Voltage 115 VAG output voltage supplied to rectifier
Field Excitation Voltage 190 VDG approximate The security of the generator fan hold down nut should be
checked at installation at the initial servicing of the generator unit
and periodically thereafter
200300 hours The cooling fan securing nut should be tight
1 Lift and support the back end of the engine so that the enough so that when force is applied to rotate the fan by
generator is not resting on its isolators pushing on the outer edge and blades with the palm of your
2 Remove the generator endbell cover This exposes the fan hand protect the hand with a cloth or a glove you should
and brush rig assembly Remove the fan assembly with be able to tum the generator and engine without the fan slip
its hardware ping on the shaft If properly torqued and the fan still slips
3 Remove the brush rig assembly This can be done in two replace the lockwashers
half assemblies Unbolt the two halfmoon assemblies Recirculation of generator cooling air through the generator
from the frame attachment and lift the two halves away must be avoided The generator compartment ventilation
from the slip rings Mark the polarity of the two leads on must be sufficient to prevent generator air the bridge
rectifier that go to the field coils and unplug Insure that the screened endbell inlet and the screened dis
these from the bridge rectifier The two halfmoon brush charge slots at the flywheel are not obstructed preventing
assemblies can be removed from the generator by remov good air circulation through the generator while it is running
ing the heavy output leads G 1 G2 G3 and G4 from their FAN
attachment point on each brush holder Make a rough
sketch as to where each of these leads attaches on each
assembly half There are 8 leads that are paired in the
control panel to provide four reconnectable leads Inspect
and replace components in the brush rig as needed Do
not totally disassemble as this is not needed
NUT flAT WASHER STARWASHER
4 Remove the control panel from the top of the generator
housing Mark all leads as needed for proper assembly
5 Unbolt the generator housing from the bell housing A
puller may be needed at the bearing end to assist in pulling
the housing with or without the bearing off the armature
Some gentle prying at the bell housing end will be needed
Engines Generators
WMD GENERATOR ELECTRICAL OUTPUT 5 If no voltage is produced check the static capacitors
that it is not shorted to ground If one is found faulty
1 Remove the load from the generator and verify no output
remove the connection from the output tenninal at the
directly at the generator output leads with a voltmeter
brush rig and repeat Step 3
2 Check for proper electrical connections Refer to the
INTERNAL WIRING DIAGRAMS FLASH FIELD COILS
NOTE The generator armature slip rings and brush rigs 1 Units may lose their residual magnetism from extended
are numbered from illboard at the willdings or flywheel storage or rough handling during installation or disas
end outward toward the rear support bearing sembly and assembly for installation etc requiring the
field coils to be excited with 6 to 2 volts DC to restore
the magnetism to the generator This is done in the fol
lowing manner
Stop the engine and remove the generator endbell cover
This will expose the cooling fan brush rig assembly anc
rectifier Check internal wiring see diagram The posi
tive lead from the field coils is connected to the posi
tive marked terminal on the rectifier and the negative
lead from the field coils is connected to the opposite
unmarked terminal on the rectifier Using jumper leads
with insulated alligator clips connect 6 to 12 volts DC
battery positive to the positive of the rectitier and nega
tive to the unmarked terminal of the rectifier for approxi
mately 0 seconds This should restore magnetism to the
3 For a residual voltage check disconnect the field leads stationary field coils
from the bridge rectifier Note the position of the leads on
the rectifier to and to Operate the genera
tor and check the AC output no load on generator
A CAUTION Be careful not to connect DC voltage
to the AC terminals on the reclifiet as Ihis will dam
Measure the voltage between the neutral lead and the hot
leads 3 and 4 wire unit 25 volts AC each hot lead age the rectifier
to neutral If the residual voltage chcks OK you can assume the Remove the alligator clip connections replace the end
rotating armature and brush rig are OK The generators bell cover and operate the generator and check AC output
problem lies in the rectifier andor the field coils voltage
If residual voltage is not present Check the brush rig and
the static capacitors Check the rotating armature resis tance values and the continuity check found under Flash
Field Coils
25 VOLTS AC 25 VOLTS AC
INTERNAL WIRING DIAGRAM
BASIC 4 WIRE
HOT HOT
612 vott
OCBanery
NEUTRAL
3 4 WIRE UNITS
4 Test the operation of the generator by bypassing the
bridge rectifier Apply 12 volts DC to the field leads on
the bridge rectifier to and to Run the gen Armature
erator noload Measure the voltage output at the gener
ator leads Generator output with 12 volts DC excitation
to the field coils should be 50 to 70 volts AC If 50 to 70
volts AC is produced this should indicate that the gener
ator is OK and that the bridge rectifier is Engines Generators
WMD GENERATOR Check for a short or open in the rotating armature or in I
the stationary field coils
ROTATING ARMATURE RESISTANCE VALUES i j
WMD 110 and 125 KW
1 ohm or less between slip rings
1 3 and 24 J
NOTE 4wire units there should be no continuity found
between slip rings 12 23 and 34 If continuity
is found an internal short exists between these windings
and the armature should be replaced
NOTE There should be no continuity found between any
of the slip rings and the armatures central steel shaft If
j I
continuity is found the windings are shorted to the shaft
and the armature should be replaced
Rotating armature slip rings are numbered from inboard
of the generator flywheel end outward to the rear support
bearing When referring to 2 3 and 4wire units these
II
I
are the number of generator output leads being connected
to the load You will find on the 110 and 125 KW units
that there are 8 leads coming from the brush rig and they
are in pairs that are combined for a total of 4 output 11 J
leads The number of wires can also be related to the RAil RAIL
number of slip rings on the rotating armature
912 OF FIELD COILS BATTERY DC
1 Field coils are connected in series and the resistance
value given in this text is the total of the four field coils
TESTING THE FIELD COILS
To determine the resistance value of one divide by four
Each field coil has a mounting position on the generator h Using a 3inch iron bolt or its equivalent place this
housing and cannot be interchanged with another field bolt between each adjoining field coilshoes It should
coil be held in place by the magnetic attraction set up
When installing a replacement field coils the installer between the coilshoes by the 912 volts excitation of
must ensure that the coil is correct for the mounting posi the field coils Should this fail to happen between any
tion in the housing and will have the correct polarity of the four adjoining coilsshoes then an incorrect coil
when excited with 912 volts DC is installed and must be removed and the correct one
installed otherwise the generator when assembled
The field coil shoes that hold the coil securely to the gen
will not produce proper voltage
erator housing are held in place by bolts that must be
properly tightened when the coil and shoe are installed to LOW VOLTAGE OUTPUT
the generator housing When connecting the coils in
series ensure the butt connections are good and secure 1 Verify the voltage output at the generator output leads
and positioned away from rotating parts with load applied to the generator check the noload con
dition also Check the voltage at the load Check the rat
To ensure the field coils have been positioned properly in ing for the generator and verify the load with an amp
the generator housing and will have the correct polarity probe at the output leads Check all connections to ensure
the following test must be made before reassembly of the they are clean and secure Ensure that the wire size carry
generator ing the voltage to the load is of sufficient size so as not to
3 Connect a 912 volt DC battery to the leads off the produce a voltage drop
coils that would normally be connected to the and NOTE Beware of motor starting loads and the amperage
connectors of the bridge rectifier These leads are draw placed on the generator from these types of oads
unmarked and the polarity in their connection to the Generally the amperage draw of a motor at startup will
DC battery is not important be 35 times the amperage needed when running
NOTE When removing the leads from the battery and Ensure that the engine noload speed is producing
reconnecting them to the bridge rectifier you should 125132 250264 volts from the generator Lower no
maintain the same polarity as used in this test plus lead load voltage can result in low output voltage at rated
to on rectifier and negative to unmarked connec amperage output
tion to Engines Generators
WMD GENERATOR Check the generator with a Hertz meter 5 Insufficient cooling of the generator Ambient air entering
NoLoad Hertz 61615 51515 the generator should not exceed 104F 40C Operating
NoLoad Voltage 130132 volts generator cold efficiency of the generator decreases as the ambient air
NoLoad Voltage 126130 volts generator hot temperature entering the generator endbell increases
above 104F Generators in confined areas may require
3 Test the Bridge Rectifier The bridge rectifier may be the ducting of cool outside air into the compartment
faulty and should be checked asiollows directed toward the inlet at the generator endbell
The field excitation rectifier is a fullwave bridge rectifi 6 Check the condition of the brushes for wear and contact
er This type of rectifier has four terminals two AC a with the slip rings on the armature Ensure that the brush
DC positive and a DC negative The rectifier is tested in es are not sticking in the holders
the following manner Connect one ohmmeter lead to the
positive DC terminal and the other lead to each of the 7 Condenser Testing Condensers are built into the genera
AC terminals in turn A high or low resistance reading tor circuit to minimize radio interference during opera
will be obtained Reverse the meter leads and an oppo tion If a condenser shorts out it shorts the generator out
site reading should be observed Now check from the put To determine whether a condenser is shorted stop
negative terminal to each of the AC terminals using the the generator disconnect the lead wire from the brush
same procedures as above Check each terminal to the holder to which the condenser is connected start the gen
case and no resistance reading should be observed erator and check the output If the generator then pro
vides power the condenser was at fault and should be
If a test light is used follow the proce replaced If the generator did not provide power after the
dures described above If the rectifier is good the light lead wire was disconnected the problem was not caused
will come on in one direction only by that condenser Reconnect the lead wire
If the rectifier fails any of the above tests it should be NOTE There should be no continuity found between the
considered defective and replaced lead end from the condenser and the metal case of the
condenser If so the condenser is shorted
HIGH VOLTAGE OUTPUT
1 Verify the voltage at the generator output leads
NoLoad Voltage 126130 volts generator hot
615620 hertz
TESTING THE 2 Check the internal wiring of the generator leads attached
BRIDGE RECTIFIER to the brush rig and the leads from the brush rig feeding
AC to the bridge rectifier One connection is from a hot
brush rig and the other must be from a neutral brush rig
SOLENOID WITH THROTILE LINKAGE
The solenoid plunger must move smoothly and rapidly into
the solenoid when the solenoid is electrically energized
drawing with it the engine throttle arm into the set speed run
position Failure of the solenoid plunger to bottom in the
solenoid will result in a failed BACK H TEST lEAD
4 Check the field coil resistance as per the following speci
fications
FIELD COIL RESISTANCE TOTAL THROTIlE
ADJUSTMENT
Aluminum Windings LINKAGE
142 ohms t5
WMD 110 KW 35 ohms per coil
and 125 KW Copper Windings FUEL SOLENOID
226 ohms t5
565 ohms per coil
Engines Generators
WMD GENERATOR AC INTERNAL WIRING DIAGRAMS
60 HERTZ 4 WIRE AC Field
Excitation
Rectifier
Armature
Field Excitation
Rectifier Wiring
Same as for 230v
50 HERTZ 2 WIRE J 220 Volts
AC Field
Excitation
Rectifier
Armature
Engines Generators
BT A circuit breaker is installed on all current WESTERBEKE
generators This circuit breaker will automatically generator is a brushless selfexcited generator which
generator power in case of an electrical overload The only the driving force of the engine to produce AC
breaker can be manually shut off when servicing the The copper and laminated iron in the exciter stator are
tor to insure that no power is coming into the for the selfexciting feature of this generator The
magnetic field creates an field which rotates NOTE This circuit breaker is available as a the windings of the main stator inducing AC
voltage addon kit for earlier model generators contact your
which is supplied to a load A transformer is connected in WESTERBEKE to the AC output of the main stator An AC voltage is
produced in the auxiliary windings of the transformer and
main stator and is in tum supplied to a fullwave bridge rec
tifier The rectifier produces a DC voltage to further excite
the exciter stator windings enabling the generator to produce
a rated AC output as the generator speed reaches its set hertz
An optional solidstate voltage regulator is available to work
in tandem with the transformer regulator to produce a more
stable AC output
CIRCUIT BREAKER
AND DRIVE DISC PLATE
IT Engines Generators
DC ELECTRICAL SYSTEM
WMD GENERATOR WIRING SCHEMATIC 24700
I I
I I PREHEAT I I
LlJ 0 11
I I lVDC
J I I BATTERY BATTERY RETURN
r 1 I
I I I I l I
J I I START I I to
J I I
LEOffi r STOP I I
eU 1
I I 67
J I I
IL I I
L I I WI
l IJ
IZOAMP
I I I L
I
PANEL PREHEAT SOL
I I
II PREHT
5TART oOL
I I 1
I I r FUEL sOL
I I START I
I t L 1
I t t L
I LEE NOTE H L J FUEL LIFT PUMP
L LJ I
STOP
ElCH TEMP 5W
OP CAC
OP SENDER
WT lENDER
Engines Generators
BT GENERATO
DESCRIPTION A circuit breaker is installed on all current WESTERBEKE
generators This circuit breaker will automatically disconnect
This generator is a brushless selfexcited generator which
generator power in case of an electrical overload The circuit
requires only the driving force of the engine to produce AC breaker can be manually shut off when servicing the genera
output The copper and laminated iron in the exciter stator are tor to inspre that no power is coming into the generator
responsible for the selfexciting feature of this generator The
magnetic field creates an field which rotates NOTE This circuit breaker is available as a WESTERBK
through the windings of the main stator inducing AC voltage addon kl for earlier mode generators cOnact your
which is supplied to a load A transformer is connected in WSTERBEKE DEALER
parallel to the AC output of the main stator An AC voltage is
produced in the auxiliary windings of the transformer and
ain stator and is in turn supplied to a fulJwave bridge rec
tifier The rectifier produces a DC voltage to further excite
the exciter stator windings enabling the generator to produce
a rated AC output as the generator speed reaches its set hertz
An optional solidstate voltage regulator is available to work
iil tandem with the transfonner regulator to produce a more
stable AC output
CIRCUIT BREAKER
AND BT Engines Generators
BT GENERATOR guide will give you insights into prob NOTE Do not always rely on the vessel S instruments for
lems which may be encountered with the WESTERBEKE accurate readings bring your own instruments for testing
BT brush less transformer regulated generators Most poten
Before attempting any repairs get as clear an explanation of
tial problems are covered in the text of this guide Owing to
the problem as possible preferably from an individual wit
the simplicity of the equipment and controls this trou
nessing the problem In some cases this may bring to light a
bleshooting is relatively easy once the relationship between
problem which is related to the method of operation rather
cause and effect is understood
than an equipment fault
Keep in mind that a basic fundamental knowledge of elec
Bring basic repair parts with you on the initial trip to the
tricity is required for this and always
problem equipment such as a regulator board when that lethal voltages are present in the circuitry
diodes and a bridge rectifier so that if the problem should be
therefore extreme caution is essential when working on or
found in one of these easily replaceable parts the a generator
can be remedied early and a few basic tools are necessary for diagnosis and repair
The internal and external wiring diagrams are important tools
These are hand tools an amp probe and a quality volt ohm
in this generator or any generator modeL Be
meter capable of reading less than one ohm due to the preci
sure to have both with you and be sure they are for the spe
sion required in reading component winding resistances
cific model you will be working on eg Model 125 BID
i 4 11
LIIIIII 1 1i 2 1
1N I I
JI I
I
I
I I I
t 3 J J
INTERNAL WIRING SCHEMATIC
G CD
RED 5 6
GREEN
w w
YELLOW i GREEN
YELLOW 8
BLACK
BLACK
BLACK BLUE
60cyc
BLUE
PLUG 50cyc
A EXCITER STATOR WINDINGS 1 2 D COMPOUND TRANSFORMER
A1 and A2 Exciter Stator Windings 1 Compound Transformer Windings
Selector in COMP position 2 Compound Transformer Windings
3 Compound Transformer Auxiliary
B EXCITER ROTOR
Windings with VoltageHertz Connection Bar
1 Auxiliary Windings abc
2 Diodes 6 E SELECTOR SWITCH
3 Rotating Field Windings F1 Compound
4 Poziresistor F2 Electronic and Compound
C MAIN STATOR F BRIDGE RECTIFIER WIRING
1 Main Stator Windings AVR Optional Automatic Voltage Regulator Plug 6 prong
2 Main Stator Windings
3 Main Stator Auxiliary Windings
Engines Generators
BT GENERATOR NOTE The following is a list offaults with the generator operation on compound COMP transformer
regulation no A VR installed
FAULT CAUSE Voltage 70 vos at NIL and loss of 1
Selector switch in wrong position 1 Place selector switch in COMP as load is applied no loss of engine
speed and hertz
High voltage at NIL 125 135 volts with 1 Generators engine speed rpm high at NIL 1 Check NIL speed and adjust NIL voltage when loaded
115 120 volts
High voltage at NIL and FL 1 Generators engine speed rpm high 1 Check NIL rpm and adjust NIL voltage
2 Short in compound transformer auxiliary 2 Check continuity and connections of 03 windings
windings 03
low voltage at Nil 0 5 volts with 1 Main stator windings shorted C1 C2 1 Check continuity and resistance values of C1 C2 noise
from generator and loss of and connections Excite unit with 12 VOC
engine speed when load is applied 2 Compound transformer windings shorted 2 Check continuity and resistance values of 01 02
windings
01 02 Excite unit with 12 does not excite voltage is 1 Generators engine speed rpm is slow 1
Adjust the engines speed and adjust NIL at NIl
2 Short in the main stator windings or 2 Excite the unit with 12 VDC Short will appear as a
in transformer load on the engine growling of the generator
3 Failed diodes on exciter rotor 3 Check the diodes on the exciter rotor Four or more
failed diodes will terminate the rotating field
4 Shorted 4 Visually examine the poziresistor on the exciter rotor The
shorted resistor will be burnt This will short out the rotating
field Remove and test run
low voltage at NIL 10 20 volts when 1 Diodess in rotating exciter B2 shorted 1 Check B1 and B2 in the rotating exciter as explained in
load is applied voltage drops this manual
2 Bridge rectifier defective 2 Follow test procedure for the bridge rectifier
3 Auxiliary windings B1 shorted 3 Check the continuity and resistance values
4 Auxiliary windings 03 andlor C3 open 4 Check the continuity and resistance values of windings and
correct at NIL but not at Fl with 1 Selector switch in ELEC position 1 Place selector switch in COMP
loss of engine rpm hertz
2 Exciter stator windings A1 and A2 2 Check continuity and resistance values of A2 windings
are open
3 Generators engine speed islow 3 Check generator NIL rpm and adjust NIL correct at NIL but not at FL with 1 Generator overload
1 Check data plate and monitor load on generator with
loss of engine rpm hertz ampprobe
2 low power factor load motor loads 2 Check type of load applied Consider use of optional
are open regulator voltage 1 Engines rpm fluctuating 1
Check the engine operation and the fuel system
Low voltage at NIL and voltage drops 1 Diodes in exciter rotor shorted B2 1 Check the diodes in the exciter rotor as as a load is
applied in this manual
2 Auxiliary windings in exciter rotor shorted 2 Check the resistance values and continuity to ground
OK at Nil and low at FL 1 Auxiliary windings in the exciter rotor 1 Check resistance values and continuity to ground
2 Exciter stator compound windings A2 2 Check continuity and connection of windings
is open
3 Auxiliary windings 03 or C3 open 3 Check continuity and connection of unstable 1 Defective regulator board
1 Check stability of DC voltage from regulator to exciter stator
windings Operate unit on COMP Replace regulator board
2 Engine is hunting 2 Check engine operation and the fuel system
3 Electrical connections 3 Check for clean and secure Engines
Generators
BT GENERATOR VOLTAGE CHECK failed components that can produce this same novoltage
output are the poziresistor in the exciter rotor and 4 or
1 Residual Voltage 1014 volts AC
more failed diodes in the exciter rotor
NOTE The amount of flOload voltage produced by the
a Apply 12 volt DC excitation to the exciter stator
generator can be an indicator of where in the generator
windings as explained in paragraph 2 A fault in the
the problemfault may lie
main stator andor compound transformer windings
This voltage is the AC voltage produced by the generator such as a short will cause the generator engine to load
from magnetism in the exciter stator field This voltage is down and the shorted windings to eventually produce
measured between the AC neutral and hot legs with no smoke as the excitation is continued
load on the generator running at 60 hertz
4 Voltage output greater than residual and less than rated
The presence of residual voltage is an indication that the output 25100 volts indicates a fault in the exciter
following generator components are OK rotorfield B1 B2 B3 Excitation of the generator as
1 Exciter Rotor B1 a b C B2 explained in paragraph 2 should produce a partial rise in
2 Rotating Field B3 voltage output and when removed the voltage wi
3 Main Stator C1 C2 return to the original low output
4 Compound Transformer Dl D2
BRIDGE RECTIFIER
The fault lies in one or more of the following compo
nents in the exciter circuit
A Exciter Stator A1 A2
The bridge rectifier is supplied AC voltage from the auxiliary
windings in the generator stator C3 and the compound
transformer D3 The AC voltage measured across the AC
B Bridge Rectifier 0 terminals of the rectifier during engine operation is as follows
C Selector Switch F
D Main Stator Auxiliary Windings C3
120 Volts 120240
E Compound Transformer Auxiliary Winding D3 NIL FL NL FL
1020 volts AC 1020 volts AC
2 Twelve 12 volts DC excitation of the exciter stator
windings should cause the generator to produce between Diodes in the rectifier convert this AC voltage to DC and
140150 volts AC between each hot lead and the neutral supply it to the windings Al and A2 of the exciter stator
Twelve volts DC is applied between the lifted and to induce a field through which the exciter rotor revolves
leads of the bridge rectifier to and to The DC voltage measured across the and terminals of
Correct voltage produced with twelve volts DC excitation the bridge rectifier during engine operation is as follows
indicates the fault is in one or more of the above listed 120 Volts 120240
components B D or E If the generator does not produce
140150 volts AC then include A and C NLFL NLFL
1020 volts AC 1020 volts AC
3 The absence of any voltage from the generator indicates
a fault with the main stator windings C1 and C2 andor Failure of the bridge rectifier will result in a weak field being
the compound transformer windings D1 and D2 Other produced by the exciter stator windings A weak field is pre
sent due to the magnetism in the exciter stator which will
cause the generator to produce residual voltage
DC RED
BRIDGE Engines Generators
BT GENERATOR the Bridge Rectifier for Faults with NOTE Different stylemodel meters may
produce opposite
an Ohmmeter results from the above tests
1 Set the ohmmeter scale on RX1 DC Zero the meter Should the rectifier fail any of these tests it is
defective and
should be replaced
2 Connect the lead from the meter to point 4 With the
lead from the meter momentarily contact points 1
2 3 and 5 No deflection of the needle should occur
showing infinite Remove the lead from point 4 and connect the
lead to point 4 and with the lead momentarily
touch points 1 2 and 3 The needle of the meter
should deflect showing a passage of meter voltage
through the diodes in the rectifier
4 Touch point 5 with the lead No deflection of the
needle should occur
5 Place the lead of the meter on point 1 and the on
point 3 No deflection of the needle should occur infi
nite resistance Reverse the connections and the same
POINT 5
should occur
RECTIFIER
MOUNTING HOLE
INTERNAL WIRING DIAGRAM
NOTE The AC terminal block has studs for 14 inch wire terminal ends Multistrand
copper wire should be used and sized for the amperage rating of the generator
ACTERMINAL
BLOCK
B
6 2 5
A I 8
ro I a
I a I I I I 6 7
I 4 2
I I
7 3 8
I I
3 I I I
I I
I I
I I I
I I
r r 3 I 11 2
L
3 I
r fJ
10110101
I aI
RED YELLOW RED
RED AC RED
GREEN AC g
GREEN
YELLOW r
1 YELLOW GREEN
BLACK
BLACK
I BLACK
BLACK BLUE 60 eye
AVR BLUE
YELLOW PLUG 50 eye
Engines Generators
BT GENERATOR COMPONENT RESISTANCE VALUES NOTE BT model generators are used on models rated
lower
NOTE Resistance Values at 70F 21C than the capabilities of the generator However the generator
Simson Meter 260 Model is rated according to the capabilities of the drive engine
since horsepower produces kilowatts
Models 110 125A BT
A Exciter Stator D Main Stator Auxiliary Windings
A1 AM2 115 ohm C3 099 ohm
AI 494 ohm E Compound Transformer
A2 129 ohm Dl 0007 ohm
B Exciter RotorlField D2 0007 ohm
81 105 ohm Transformer Auxiliary Windings
82 87 ohm D3 502 ohm
C Main Stator
Cl 0117 ohm COMPONENT RESISTANCE CHECKS
C2 0117 ohm Exciter Stator Windings
AC TERMINAL
BLOCK
6 2 5
8 5
A I I 1
8 6 7
II
7 3 8
2 1 2 3 I
lrl 3
GREEN
YElLOW i GREEN
BLACK
BLACK
BLACK
BLUE
BLUE 50cyc
A Windings 1 2 A Winding 1 A Winding 2
Resistance readings for exciter windings Resistance reading for exciter winding Resistance readings for exciter winding
AI and A2 with the selector switch in A1 with the selector switch in the A2 with selector switch in the ELEC
the COMP position are taken between ELEC position is taken between the yel position is taken between the green
the positive and negative leads low white striped wire and the black white striped wire lifted off the ter
lifted off the bridge rectifier G Neither white striped wire at the AVR plug minal of the bridge rectifier G and the
of these two leads should have continu red white striped wires lifted off the
ity to the generator caseground terminal of the bridge rectifier G
Engines Generators
BT GENERATOR ROTORFIELD The diodes can be easily checked in place with the use of a
common automotive 12volt high beam headlight bulb windings group a band c Locate the three termi
jumper leads and the generators 12 volt starting battery
nal points on the exciter rotor for these auxiliary Position the exciter rotor as shown in the illustration A short or an open in a diode can
easily be found with the
and count off the porcelain knobs from the 12 oclock point above without having to unsolder and isolate each diode to
either left or right to locate terminal points a band c check it with an the resistance value between the pairs of terminal
NOTE Attempting to check diodes in place with an A B B C and C A There is no need to unsol will give erroneous readings on the diodes
due to the auxil
der these connections unless a faulty reading appears If this iary windings unsolder and verify the winding fault There should
When leads are put across the diode as illustrated voltage
be no continuity found between any of the three terminal
passes through the diode allowing the headlight to glow
points and the rotor shaftcase ground
brightly
Red White
Reverse the leads across the diode The diode SDould block
voltage passing through it and the headlight should not glow
or it may glow faintly
High Beam 12 Volt Bulb
Does Not GlowIs Very Faint
Exciter Field Windings See the illustration of the The field winding connections are noted as the and
connections of the red white striped wires Measure value with your ohmmeter between these two con
nection points These connections need not be a faulty reading appears If this occurs unsolder and verify the resistance reading With these con
nections lifted there should be no continuity to the rotor a Should the bulb not glow with leads connected in both
shaft This would indicate a short to ground with these field directions the diode is open
h Should the bulb glow with leads connected in both
Diodes Six diodes are mounted on the exciter rotor they directions the diode is shorted the AC voltage produced by the three
groups of auxil
In both a and b above the diode should be windings to DC voltages and supply this DC voltage to Check the resistance values of the
rotating field windings
the rotating field windings and the integrity of the resistors connected between the
Resistance value field windings
11 ohms through the diode Rotating Field Windings 7080 ohm Reading taken
between the two red white wires connected to the and
Infinite blocking terminals of the exciter rotor as shown in the 11
ohms
Infinite readings between both yellow leads
t I I lifted from the and terminals on the exciter rotor
lnfinta
Engines Generators
BT GENERATOR STATOR WINDINGS lifted off the AC terminal of the bridge rectifier G and
the yellow red striped lead lifted off the Group 1 The resistance value is measured between the
Connection Bar There should be no continuity found
lifted lead 4 from the red insulated terminal below the
between these winding connections and the caseground
transformer and lead 6 lifted from the AC terminal
as well as the two main stator groups
block Also lifted from the AC terminal block is lead 5
so as to totally isolate the stator windings of group 1 NOTE The VoltageHertz Connection Bar is located
see below and just to the left of the AC terminal block
2 Group 2 The resistance value is measured between the COMPOUND TRANSFORMER
lifted lead 1 from the red insulated terminal below the
transformer and lead 3 lifted from the AC terminal 1 Group 1 Resistance value is measured between the lift
block Also lifted from the AC terminal block is lead 2 ed lead 1 from the red insulated terminal stud below the
so as to totally isolate the stator windings of group 2 transformer and lead 7 lifted off the AC terminal block
see 2 Group 2 Resistance value is measured between the lift
ed lead 1 from the red insulated terminal stud below the
transformer and lead 7 lifted off the AC terminal block
NOTE None of the lifted leads should have a continuity to
the caseground nor should either of the groups have
continuity to the other
3 Transformer Auxiliary Windings Resistance value is
measured between the yellow white striped wires lifted
off the AC terminal of the bridge rectifier G with the
selector switch in the ELEC position and the 1 red
white striped leads lifted off the Connection Bar Off this same bar
lift the 2 and 3 red
White striped leads that come from the auxiliary wind
ings to totally isolate these windings There should be no
continuity found from either of these connections to the
caseground or to either of the two transformer groups
SELECTOR SWITCH
Selector switch F2 ELEC electronic AVR and compound
transformer This is the optional configuration of the exciter
circuit with the optional AVR installed
NOTE With the selector switch in ELEC F2 position in
which the exciter stator windings are divided one group is
excited through the bridge rectifier and the other group
YellowlWhite
through the A VR
TOP VIEW
YELLOWYELLOW ENGINE SIDE
OF SWITCH
YELLOW r l
BLACK RED
r t
rGREEN
BLACK
COMP ELEC
YELLOW
BEARING SIDE
NOTE ON LATER MOOELS THE WHITE STRIPE ON THE OF SWITCH
WIRE WAS REMOVED AND THE WIRE IS A SOLID COLOR
NOTE There should be no continuity found between any BRIDGE RECTIFIER WIRING
of the lifted stator leads and the case ground Also no The illustration shows the colorcoded striped wires at the
contilluity should be found between the connections of two AC terminals and the colorcoded wires at the and
the two groups DC terminals
3 Main Stator Auxiliary Windings The resistance value NOTE When removing or reinstalling connections maintain
for these windings is measured between the black correct polarity connection on the and DC terminals
white and the brown yellow double lead connection
Engines Generators
BT GENERATOR VOLTAGE ADJUSTMENT VOLTAGEHERll CONNECTION BAR
Voltage adjustment is made with the generator regulation 1 Locate the VoltageHertz Connection Bar
being governed by the compound transformer 2 Refer to the The selector switch must be in the CaMP position 3
Connect the blue white striped wire to either connec
2 Operate the generator apply a moderate load momentari tion A or B to correspond to the hertz that the genera
ly and remove it Note the voltage output from the gener tor will be set to produce
ators 120 volt legs 220 volt 50 hertz The noload
voltage should be between 121124 volts at 61562 RED RED RED
hertz 222226 volts at 515 52 hertz BLUEjWHITE WHITE WHITE WHITE
NOTE The noload voltage should be adjusted to the volt
age produced by the generator once started and a
momentary load should be applied to excite the trans 8 MAX MID LOW
former and then removed The voltage produced by the
generator after this momentary load is removed is no
load voltage
00000 Xl Y Zl
3 To raise or lower the voltage shims of varying thickness
material are placed or removed from
under the steel laminated bar on top of the compound BlUEI BLUE RED REOI
WHITE WHITE YEllOW WHITE
transformer The material used for shimming should not
soften at temperatures in the 176P 80C range A small
NOTE On some units A and B may be reversed To ensure
reduction in noload voltage 1 at 3 volts can sometimes
a proper connection be sure the blue white striped
be accomplished by gently tapping the top of the laminat
leads coming offA or B go to the numbered terminal stud
ed steel bar to reduce the gap between the existing shims
on the AC terminal block 5 for 60 hertz and 6 for
and the transformer core
50 shim thickness by 001 inch 0025 mm will change
NOTE The placement of the blue white wire from con
the noload voltage by 46 volts Adding shim thickness will
nection A to B or vice versa when converting to 50 Hz
raise voltage lessening shim thickness will lower voltage
is only accomplished when the optional voltage regulator
is installed as well Disregard this wire connection
change if there is no voltage regulator installed
4 Connections X Y and Z are used to increase AC voltage
to the bridge rectifier under heavy AC amperage loads the
generator is supplying When this connection is moved
from X to Y or Z to increase AC output voltage under
load it will effect noload voltage and a noload adjust
ment using the compound transformer will be needed
Engines Generators
BT GENERATOR AC VOLTAGE CONNECTIONS
115V 50Hz
230V50
fi 2
120V 60Hz 1lV H
2 5 2 5
II 0 Ill
6 7 6
N L1 N L1 L1 N L1 L2 N
AC TERMINAL BLOCK
NOTE The frame ground wire must be moved when changing Maximum voltage drop 120 volts and 120240 volts 60 hertz to 220
volts 50 at full rated output For making connections to the A C terminal block use 60 hertz 108110
ends for 14 studs that will accept multistrand cop 50 hertz 215220 volts
per wire sized for the amperage rating from the hot Should the voltage drop below the
proper rate loaded excita
tion can be increased to raise this voltage by FREQUENCY connections on the VoltageHertz
Connection Bar
Repositioning the two leads red white and yellow
1 Frequency is a direct result of speed
white from Z to Y or X will increase the loaded voltage out
1800 rpm 60 hertz 1OO rpm 50 hertz
progressively in that order
2 To change generator frequency follow this procedure
NOTE Noload voltage may be effected needing readjustment
a Connect the AC output leads to the AC terminal with the compound transformer Do not use these adjust
block following the diagrams ments to compensate for overload conditions being placed on
b On the VoHageHertz Bar reposition the blue white the inductive motor type loads Loss of
striped lead to A or B to correspond to the hertz generator hertz speed the result of overload will cause a
selected Note this need only be performed when a drop in voltage output
voltage regulator is installed
c Start the engine monitor the voltage and adjust the
engine noload speed Adjust the diesel units by the
BLACK I
linkage between the throttle arm and fuel solenoid
60 hertz noload speed 615620 hertz
GREEN
50 hertz noload speed 515520 hertz YELLOW
1 BLACK
d After the noload hertz adjustment is made the no
load voltage may need to be readjusted In most cases
if the generator was producing the correct noload
IAvR
I PLUG
voltage at the previous hertz setting it would be cor
rect at the changed hertz setting INTERNAL WIRING SCHEMATIC
In the event it needs adjustment adjust the shim
thickness under the laminated steel bar of the trans REDwHITE
former TO HERTZNOLTS BAR
BLUEWHITE BLACKWHITE
60 hertz noload voltage 121124 volts TO PIN 8 TO
SELECTOR
50 hertz noload voltage 114118 volts TERM BLOCK l I SWITCH
232238 volts
BLUEWHITE YELLOWWHITE
e Load the generator to the rated amperage output TO HERTZ TO
SELECTOR
corresponding to the hertz speed of the generator VOLTS BAR
SWITCH
BlACKWHITE
Rated Loaded Speed TO BRIDGE RECTIFIER
AVR PLUG
60 hertz loaded speed 585590 hertz
50 hertz loaded speed 485490 hertz NOTE The voltage regulator was optional on early models
but is not available on later models
Engines Generators
BT GENERATOR 6 TERMINAL BLOCK
WIRING CONNECTIONS
Winding Connections Needed to Obtain the Proper Voltage and Frequency
NOTE Connections 1 and 4 are located on two red terminals below the compound t 04 L1
J7 110V 50 Hz
6 5 8
44 II 220V 50 Hz
6 5 4 4 8
N f Ll 120V 60 Hz
6 5 4 s
4 l2 240V GO Hz
6 TERMINAL BLOCK
winding connections needed to obtain
the voltage and frequency
NOTE Connections 1 and 4 are located on two red
terminals below the cOMpound Engines Generators
This page has been intentionally left blank
Engines Generators
DC ELECTRICAL SYSTEM
BT GENERATOR WIRING DIAGRAM 34651
12 VDC
BATTERY
RETURN 1
NOTE 1 L J
GNO TO BLOCK
r 1
I IC a
I 120A
L 1
JVMPER ANE
I I
REMOTE CONTROL I
I i
rr II
I SEE
I I
r iNOTE 3 I I
I I
I I TB4 I J r I
r i t tU I LED I
l fih21r I
I I
I I
I I L
Ri9rtl 4 I J
I I
L e
J START
I
L l EEQI1 14R
TIl 3 L REAR VIEW
r PRE HEAT I STANDARD
START
I REAR VIEW
STOP I
continued
Engine Generators
DC ELECTRICAL SYSTEM
BT GENERATOR WIRING DIAGRAM 34651
THIS PRODUCT S PROTECTeD BY 8 I1IUIIJflL ReSeT CIRcUIT 8REAKeR loCATCD
NEPR THE 5TARTIERAND IlS CLoSE TO HE SouRCE of cuRRSNT Its PaSSeLf
EXCESSive CURRENT DRAw IlNYWHERIE IN THI INSrRUI1NT PANeL WIRING OR
ENGINE WILL CAUsE THE 8RIflKfiR To TRIP IN THS eVENT MOST GENERRTOAS WILt
SHUT Do SIECFHIE TIft OPENED l3FifiiAKeR DISCONNCTS THe FUEL SUPPLY
TIERFOR THE aUIlDeROWNeR IVST BE SURE TIAT THE PANEL
IRING fiNO eNGINE ARE To PREVeNT CoNTACT I3ETwltiiN
DEVIES AND SALT M05T STARTER SOLeNOIDS DRAW IS AMPS THeREFORE THE VOl1AGe DRoF IN TillS
CONcuCTOR NUST ae NO GREATeR rNfl IOIN Till RqTH FROI1THfi STANDflRb
START SWITcH To fiN REMors SWITCHeS liNt BAC To Til SfNCAC STiRTER SIrCIf
IF THIS REURE LARGe CONDUCTORS iIeN A RelA M4Y Bt qOPeO
To CONTROl Tlfe S1IiRrR SOlNotJ OP ERA T 10 N
PREHEAT DEPRESS PREHEAT SWITCH FOR 15 TO 60
SECONDS AS REQUIRED
STARTDEPRESS BOTH PREHEAT AND START SWITCHES
PREHEAT ALSO OVERIDES LOII OIL PRESSURE
SHUTDOWN CIRCUIT
WHEN GENERATOR STARTS RELEASE START
SWITCH HOLDING PREHEAT
SWITCH FOR A FEW SECONDS UNTIL OIL
PRESSURE REACHES 20 PSI
STOP DEPRESS STOP SWITCH UNTIL TH E GENERATOR
STOPS WIRING SIZES TO REMOTE CONTROL PANEL
TERMINALS a IG20 20 25 25 32 32 la 40 so 5065
TBII TO T8I 12 1 O IfO 9 8 7 G
T912 TO TB32 14 2 12 10 10 9 8
TSh TO T833 12 10 10 1 8 7 6
T914 TO T934 16 16 16 16 16 16 16
TS21 To T641 16 16 16 110 16 16 16
T82S TOT842 Ie 16 16 IG 16 16 16
Engines Generators
DC ELECTRICAL SYSTEM
BT GENERATOR WIRING DIAGRAM 36412
114 BEDPUR
run SOLENO I D
z
01 LrlmrBE
GROUND TO
ENG I HE
BLOCK
BATTERY SWITCH
r
fr tl2 YELRED
114 TAN
tl4 BLU
tl4 aRN
4 PURWIlT
REMOVE TH IS
JUMPER WHEN
CONNECT I NG A
REMOTE PAIIEL
z
10 ltD
4 Yl 10 ItDNT
CIL WATER
PRESSURI TEMP
o o
10 IDWilT
VOLT
METER
Engine Generators
DC ELECTRICAL SYSTEM
BT GENERATOR WIRING SCHEMATIC 36412
STARTER
BATTERY SOLENOID STARTER
SWI TCH r I
L I
PREHEAT
SOLENOID GLOWPLUGS
r I
L I
ALTERNATOR
I I 10 AMP
I CIRCUIT
1 20 AMP BREAKER
START
SWITCH
1 EMERGENCY
I STOP
SWITCH
r 1 PREHEAT
I SWITCH FUEL PUMP
I
STOP
I SWITCH
I FUEL SOLENOID
EXHAUST TEMP WATER TEMP OIL PRESSURE
SWITCH SWITCH SWITCH
TEMP Oil
PRESS
SENDER
Engines Generators
ATMG5C 598

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Disclaimer:
The information on this web site has not been checked for accuracy. It is for entertainment purposes only and should be independently verified before using for any other reason. There are five sources. 1) Documents and manuals from a variety of sources. These have not been checked for accuracy and in many cases have not even been read by anyone associated with L-36.com. I have no idea of they are useful or accurate, I leave that to the reader. 2) Articles others have written and submitted. If you have questions on these, please contact the author. 3) Articles that represent my personal opinions. These are intended to promote thought and for entertainment. These are not intended to be fact, they are my opinions. 4) Small programs that generate result presented on a web page. Like any computer program, these may and in some cases do have errors. Almost all of these also make simplifying assumptions so they are not totally accurate even if there are no errors. Please verify all results. 5) Weather information is from numerious of sources and is presented automatically. It is not checked for accuracy either by anyone at L-36.com or by the source which is typically the US Government. See the NOAA web site for their disclaimer. Finally, tide and current data on this site is from 2007 and 2008 data bases, which may contain even older data. Changes in harbors due to building or dredging change tides and currents and for that reason many of the locations presented are no longer supported by newer data bases. For example, there is very little tidal current data in newer data bases so current data is likely wrong to some extent. This data is NOT FOR NAVIGATION. See the XTide disclaimer for details. In addition, tide and current are influenced by storms, river flow, and other factors beyond the ability of any predictive program.