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Westerbeke Diesel W 21 Parts Manual




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SERVICE MANUAL
DIESEL ENGINES
GENERATORS
2CYLINDER MODELS
Generators
Engines
60 Hz 50 Hz
W13 WMD 44 WMD 33
W13A 44 BCD 33 BCD
3CYLINDER MODELS
Generators
Engines
60 Hz 50 Hz
W18 WMD 60 WMD 45
W18 60 BCD 45 BCD
W21 WMD 77 WMD 58
WMD 80 WMD 60
W21A 80 BTD 60 BTD
RD60
35B THREE 100 BTD 75 BTD
PUBLICATION NO 43444
1st Edition April 1999
JWESTERBEKE CORPORATION AVON INDUSTRIAL PARK
AVON MA 02322 TEL 508 5887700 FAX 508 5599323
WEBSITE
JI9 Member National Marine 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 cDntain CarbDn MDnDxide an DdDrless gas CarbDn MDnDxide is pDisonDus and can and death SymptDms Df CarbDn can
ThrDbbing 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 symptoms persist
seek medical attentiDn Shut dDwn the unit and dD nDt 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 Do 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 with All fuel vapors are highly explosive Use extreme care when
an insulated tool handling and storing fuels Store fuel in a BURNS HOT ENGINE
area away from equipment and out of
the reach of children
Do not fill the fuel tanks while the engine is running
A WARNING Do not touch hot engine parts or Shut off the fuel service valve at the engine when servicing
exhaust system components A running engine gets the fuel system Take care in catching any fuel that might
very hot spill DO NOT allow any smoking open flames or other
sources of fire near the fuel system or engine when servic
Always check the engine coolant level at the coolant ing Ensure proper ventilation exists when servicing the
recovery tank fuel system
Do not alter or modify the fuel system
A WARNING Steam can cause injury or death Be sure all fuel supplies have a positive shutoff valve
Be certain fuel line fittings are adequately tightened and
In case of an engine overheat allow the engine to cool free of leaks
before touching the engine or checking the coolant 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
Dr 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
BAmRY 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
Dr 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 Dr death
highly explosive 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 Splphuric acid in batteries can cause Weakness and sleepiness
severe injury Dr 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 Dr 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 3069 Solomons Island Road
the engine is operating Edgewater MD 21037
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 00 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
P4 Inboard engines
E9 DC Electrical systems
AIl installations must comply with the Federal Code FCR
Engines Generators
Engines Generators
TABLE OF Engine Adjustments Product Software Tightening the Cylinder Head Model Designations
Adjusting Valve Clearance Notes Cautions and Warnings 3 Adjusting Fuel Injection Timing 40
Ordering PartsSerial Number Location Adjusting NoLoad Engine Speeds Lubrication System Service
for Overhaul Description 42
How to Judge Engine Overhaul Period 6 Disassembly 42
Cause of Low Compression 6 Oil Filter and Oil Pump 42
Measuring Compression Pressure 6 Inspection 43
Overhaul Conditions 6 Oil Pump Disassembly 7 Reassembly 43
Reassembly 7 Testing the Oil Pressure 43
Service Standards Oil Pressure Switch 44
Technical Data Generators 44
Tightening Torque 11 Propulsion Engines 44
Engine Fuel System Parts Description 45
2Cylinder Models 16 Fuel System Service 3Cylinder Models 17 Disassembly 47
Cylinder Head Fuel Filter 47
Construction 18 Fuel Lift Pump 47
Fuel Injection Pump 47
Cylinder Head Service Injector 48
Disassembly 20 Inspection 48
Inspection 20 Fuel Filter 48
Cylinder Head 20
Fuel Lift Pump 48
Valve Guide 20 Fuel Injection Pump 48
Valve Seat 20 Nozzle 48
Valve 21
Reassembly 48
Valve Spring 21 Fuel Filter 48
Rocker Arm and Rocker Shaft 21 Fuel Lift Pump 48
Reassembly 22
Injection Pump 48
Partial Reassembly 22
Installation and Adjustment of Fuel Injection Pump 49
Installation of Cylinder Head Assembly Injector 50
Valve Clearance Adjustment 22 Adjustment and Installation of Nozzle Holder Assembly 50
Cylinder Block Raw Water Cooling Circuit Construction 23 Description 52
Cylinder Block Service Raw Water Pump Service Disassembly Pump Overhaul Raw Water Pump PN 33636 A Models 25
Disassembly 53
B C and D Models 25
Inspection Removing Piston Pin 26
Reassembly Inspection 26
Pump Overhaul Raw Water Pump PN 32610 Cylinder Block Disassembly Piston Piston Pin and Piston Rings 27
Inspection Connecting Rod
Reassembly 54
Crankshaft 28
Pump Overhaul Raw Water Pump PN 24143 55
Main Bearings and Connecting Rod Bearings 28 Disassembly 55
Gearcase 29
Inspection Timing Gears and Lube Oil Pump Gear Reassembly 55
Camshaft 29
Fuel Injection Pump Camshaft 29 Fresh Water Cooling Circuit Ball Bearings 29 Description Tappets
29 Fresh Water Cooling Service Push Rods 29 Disassembly 57
Reassembly A Models Inspection Reassembly B C and D Models 33 Water Pump
Thermostat 57
Description Reassembly 57
Disassembly Drive Belt Adjustment Inspection 37 Admiral Control Panel Governor Lever
Description 58
Governor Spring Captain Control Panel Needle Bearing 37 Description 59
Reassembly and Adjustment 37 Control Panel Shutoff 60
Engine with Manual Stop Standard 38 Hourmeter Inoperative 60
Optional Key Switch Shutoff D Models only 38 Tachometer Inoperative 60
Installing and Adjusting the Key Switch Tachometer Sticking 60
Shutoff Solenoid Tachometer Inaccurate 60
KeyStop Solenoid System Operation Manual Starter Disconnect Toggle Switches
Checking Procedure Water Temperature and
Oil Pressure Gauges 61
continued
Engines Generators
TABLE OF Panel Early Models Replacement of Field Coils 91
Activation by Key Switch 62 Low Voltage Output Service High Voltage Output 92
Description 64 Solenoid with Throttle Linkage 92
Adjustment and Repair 64 WMD Generator AC Internal Wiring Diagrams Pinion Gap Inspection 64 WMD Generator
DC Electrical System NoLoad Test WMD Generator Wiring Diagram 24700 94
Solenoid 65 WMD Generator Wiring Schematic 24700 95
Starter Disassembly 65 80 BTD Generator Starter Inspection 66 Description 96
Solenoid 66 80 BTD Generator Inspecting the Armature 66 80 BID Internal Wiring Schematic 97
Brush and Brush Holder Inspection 66 80 BID Internal Wiring Schematic with Voltage
Field Coil Inspection 67 Regulator Circuit Removed 98
Starter Adjustment and Reassembly 67 Bridge Rectifier 100
DC Electrical System Testing the Bridge Rectifier for Faults
Description 68 with an Ohmmeter 100
Engine 12Volt Control Circuit Exciter Stator Windings 101
Charging System 68 Exciter Rotor 102
Alternator 68 Main Stator Windings 103
Checking for Proper Voltage 68 Compound Transformer 103
Battery Maintenance 69 Selector Switch 104
Glow Plugs 69 Bridge Rectifier Wiring Service NoLoad Voltage Adjustment 105
Description Optional Voltage Regulator 106
Alternator 70 Installation 106
Testing the Charging Voltage 70 Generator Frequency 107
Output Test 71 Manual Check 107
Disassembly 71 Electrical Check 107
Inspection 72 Winding Connections 108
Diode 100 BTD Generator Checking for Short Circui 72 Description 109
Checking for Open Circui 72 100 BTD Generator Checking Diode Trio 72 100 BID Internal Wiring
Schematic ll0
Stator 73 Residual Voltage Check 112
Field Coil Rotor 73 Bridge Rectifier 112
Checking Brush and Brush Spring 73 Testing the Bridge Rectifier for Faults
Checking the Slip Ring 73 with an Ohmmeter 113
Regulator 73 Internal Wiring Diagram 113
Reassembly 74 Component Resistance Values Component Resistance Checks 114
DC Electrical System Exciter Stator Windings 114
Engine Wiring Diagram 24666 Key Switch 76 Exciter RotorlField 115
Engine Wiring Schematic 24666 Key Switch Main Stator Windings 116
Engine Wiring Diagram 33685 Key Switch Compound Transformer 116
Two Pushbuttons 78 Selector Switch 116
Engine Wiring Schematic 33685 Key Switch Bridge Rectifier Wiring 116
Two Pushbuttons NoLoad Voltage Adjustment 117
Engine Wiring Diagram 36844 Admiral Panel VoltageHertz Connection Bar 117
Engine Wiring Schematic 36844 Admiral Panel Generator Frequency 118
Engine Wiring Diagram 36467 Captain Panel Wiring Connections 119
Engine Wiring Schematic 36467 Captain Panel 83 BT Generator DC Electrical System l20
Engine Wiring Diagram 39144 Admiral BT Generator Early Models Wiring Diagram
34651 120
Captain Panels 80 BID 100 BID Generators Wiring
Engine Wiring Schematic 39144 Admiral Diagram 36412 122
Captain Panels 80 BID 100 BID Generators Hardware Schematic 36412 123
Sealants Lubricants BC Generator Conversions Description 124
Generator Information Guide 124
Use of Electric Motors 88 BC Generator Required Operating Speed 88 Internal Wiring Schematic With Battery
Charging Circuit 125
Generator Frequency Adjustment Rotating Windings and Diodes 126
Generator Maintenance Main Stator Windings 127
Generator 88 Exciter Windings and Capacitors 127
WMD Generator Battery Charging Circuit 129
Description Generator Frequency Hertz Adjustment 130
Disassembly 50 Hertz 60 Hertz Adjustment 130
Inspection Engine Hertz Adjustment 130
Reassembly NoLoad Voltage Adjustment 131
WMD Generator BC Generator DC Electrical System No Electrical Output 90 44 BC 60 BC Generator Wiring
Diagram 35951 132
Flash Field Coils 44 BC 60 BC Generator Wiring Schematic 35951 133
Engines Generators
service manual contains detailed information relating to Differences between 2cylinder and 3cylinder engine models
the proper operation of the major components and systems of are described in the disassembly inspection and engine or generator Included
are disassembly inspection procedures throughout the Engine section of this and reassembly instructions for the guidance of suit
ably equipped and staffed marine engine service and rebuild NOTES CAUTIONS AND WARNINGS
ing facilities The necessary procedures should be undertaken As this manual takes you through the service by such facilities and their
personnel Refer also to your maintenance schedules and of your parts catalog when performing an engine over critical information
will be highlighted by
haul NOTES CAUTIONS and WARNINGS An explanation fol
lows
PRODUCT SOFTWARE
NOTE An operating procedure essential to note
Product software tech data parts lists manuals brochures
and catalogs provided from sources other than WESTER
BEKE are not within WESTERBEKES control A CAUTION Procedures which if not CANNOT BE RESPONSIBLE FOR THE
observed can result in the damage or destruction of
CONTENT OF SUCH SOFTWARE MAKES NO WAR your OR WITH INCLUDING ACCUR4CY TIMELINESS THEREOF AND WILL IN NO EVENT
BE LIABLE FOR ANY TYPE OF DAMAGE OR INJURY
A WARNING Procedures which if not properly fol
lowed can result in personal injury or loss of IN CONNECTION WITH OR ARISING OUT
OF THE FURNISHING OR USE OF SUCH customers should also keep in mind the ORDERING PARTSSERIAL NUMBER LOCATION
time span between printings of WESTERBEKE product soft Whenever replacement parts are needed for engines always
ware and the unavoidable existence of earlier WESTER provide the engine model number and engine serial number
BEKE manuals In summation product software provided as they appear on the silver and black name
with WESTERBEKE products whether from WESTER plate located on the manifold For generators provide the
BEKE or other suppliers must not and cannot be relied upon complete generator model number engine serial number as the definitive authority
on the respective prod generator serial number as they appear on the silver and
uct It not only makes good sense but is imperative that black decal located on the generator of WESTERBEKE or the sup
plier in question be consulted to determine the accuracy of the product software being consulted by MODEL manual contains certain descriptions
procedures that vary depending on the The engine serial number can also be found stamped into the
model Where references to specific models are necessary engine block just outboard of the injection pump The gener
four basic model group designations are used A Models ator serial number is stamped into the generator housing on
B Models C Models and D Models the side or above the rear carrier bearing
A MODELS B MODELS You must provide us with this information so we may prop
2CYLINDER 3CYLINDER erly identify your In addition include a
complete part description and part number for each part
GENERATORS ENGINES needed see the separately furnished Parts List Also
insist
60 Hz 50 Hz 60 Hz 50 Hz
ijpon WESTERBEKE packaged parts because will fit or
W13 WMD 44 WMD 33 W18 WMD 60 WMD 45 generic parts are frequently not made to the same specifica
W13A 44 BCD 33 BCD W18 60 BCD 45 BCD tions as original equipment
C MODELS D MODELS NOTE Component locations in this manual are referenced
3CYLINDER 3CYLINDER from the front of the engine which is the pulleydrive belt end
GENERATORS GENERATORS Left and right sides are determined as follows ENGINES
straddling the engine facing in the same direction as the
60 Hz 50 Hz 60 Hz 50 Hz
front of the engine the left side is at your left the right side
W21 WMD 77 WMD 58 35B Three 100 BTD 75 BTD
is at your right
WMD 80 WMD 60
W21A 80 BTD 60 BTD
RD60
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 HZ
MODEL
RPM
KW
KVA
VOLTS
AMPS
ENG HP
ENG SER NO
GEN SER NO
PFIPHASE I
WIRES
RATING
INSUL CLASS
TEMP RISE
BAITERY
CO
GENERATOR DECAL
PROPULSION ENGINE IDENnFICATION Engines Generators
A MODELS B MODELS C MODELS D MODELS
2CYLINDER 3CYLINDER 3CYLINDER 3 CYLINDER
GENERATORS GENERATORS GENERATORS GENERATORS
ENGINES ENGINES ENGINES ENGINES
60 Hz 50 Hz 60 Hz 50 Hz 60HZ 50 Hz 60 Hz 50 Hz
W13 WMD44 WMD33 W1B WMD60 WMD45 W21 WMD77 WMD 5B 358 Three 100 BTD 75 BTD
W13A 44 BCD 33 BCD W1B 60 BCD 45 BCD WMDBO WMD60
W21 A BO BTD 60 BTD
RDSO
Engine Type Vertical inline 4cycle OHV with heat exchanger diesel 2
3
Bore Stroke 28 x 30 in 70 x 78 mm 26 x 31 in 65 x 78 mm 29 x 31 in 73 x 78 mm 31 x 31 in 78 x 78 mm
Total Displacement 366 cu in 060 liters 474 cu in 078 liters 597 cu in 098 liters 682 cu in 112 Chamber
Swirl chamber Ratio Order
12 Timing Engines 23 15 BTDC Generators 19 15
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 25 quarts 23 liters
36 quarts 35 Water Pump Centrifugal type
Fresh Water approximate 40 quarts 37 liters 50 quarts 48 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 kgcm2
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
is determined by various conditions such as lowered engine
power output decreased compression pressure and and oil consumption The lowered engine power output
in the case of diesel engines is not necessarily due to trouble
with the engine itself but is sometimes caused by wear or injection pump wear It is most reasonable to
judge by a decrease in compression pressure The decrease pressure is caused by many factors It is there
fore necessary to determine a cause or causes on the basis of
data produced by periodic Oil MEASURING
on a seasonal basis is a good means of monitoring internal wear When caused by worn cylinders
piston rings the following symptoms will occur
Low engine power output 7 Crank the engine with the starter motor until the pressure
Increased fuel consumption reaches a maximum value Read the engine rpm and the
Increased oil consumption pressure gauge when the starter rotation has become
stable
Hard engine starting
8 Repeat the above procedure for each cylinder
Noisy engine operation
9 If the compression differs by more than 427 psi 30
These symptoms often appear together Increased fuel con kglcm 2 at 200 rpm then determine the cause of the low
sumption and hard engine starting can result also from exces pressure and repair as fuel injection improper injection timing and wear of
plugs and nozzles They are caused also by defective electri NOTE Do not guess the conditions of other cylinders rum a
cal devices such as the battery alternator starter and glow result of testing one cylinder Be sure to measure the com
plugs Therefore it is desirable to judge the optimum engine pression pressure for each cylinder Look for cylinders with
overhaul time by the lowered compression pressure caused dramatically at least 20 lower compression than the aver
by worn cylinders and pistons plus increased oil consump age of the other cylinders If the weak cylinder is flanked by
tion In diesel engines satisfactory combustion is obtained healthy cylinders the problem is either valve or under sufficient compression
pressure If an engine related or very low compression in an adjacent compression pressure incomplete combustion of fuel
indicates gasket failure Abnormally high readings on all
will take place even if other parts of the engine are operating cylinders indicate heavy carbon a To judge the period of engine overhaul it
is impor that might be accompanied by high pressures and noise
tant to measure the engine compression pressure regularly At NOTE In case of severe vibrations detonation noise and
the same time the engine speed at which measurement of smoky sooty exhaust have the injectors overhauled by pressure is made should be
checked because the authorized fuel injection service center Poor fuel pressure varies with engine rpm
contaminants and loss ofpositive fuel pressure to the
The engine rpm can be measured at the front end of the injection pump will result in injector
OVERHAUL Compression Pressure Compression pressure tends to increase a little
in a new
engine until piston rings and valve seats have been broken in
To check the compression pressure follow this procedure Thereafter it decreases gradually with the Warm the engine
wear of these parts
2 Remove all the fuel injectors or all the glow plugs from When decrease of compression pressure reaches the repair
the cylinder block value the engine must be Disconnect the fuel solenoid from the throttle arm
The engine requires overhaul when oil consumption is high
generator models only blowby evident and compression values are at minimum or
below Engine compression should be 32 kglcm 2 at 280
4 Place the stop lever in the OFF position propulsion
rpm See SERVICE STANDARDS chart
models only
Engines Generators
TESTING FOR The SERVICE STANDARDS chart gives the values for or replacement of the engine components Refer to 1 Prepare all
parts necessary for values and measurements during engine overhaul
2 Clean or wash the parts Apply oil on surfaces needed or specified
1 Before disassembly and cleaning carefully check for 3 Carefully check gaskets packings and oil seals even if
defects which cannot be found after disassembly and not specified to check Replace with new ones if defec
cleaning tive
2 Drain water fuel and oil before disassembly 4 Be sure to install in proper directions and positions
3 Clean or wash the engine exterior pay attention to dowel pins mating marks and specified
directions Where tightening torque is not specified
4 Do not remove or disassemble the parts that require no tighten evenly to an ordinary torque Apply sealant where
disassembly specified
5 Perform disassembly in a proper order using proper tools 5 After completion of the reassembly manually rotate the
Keep disassembled parts in order Apply oil when neces engine crankshaft two complete revolutions to ensure
sary Take special care to keep the fuel system parts free there is no binding or obstructions Prepare for starting
from the intrusion of dust and dirt the engine and idle the engine sufficiently for a test run
Engines Generators
SERVICE SERVICE STANDARDS specify the
values at which the engine components will A MODELS B MODELS C MODELS
D REPAIR replacement is optional 2CYLINDER 3CYLINDER 3CYLINDER REPLACEMENT
due to maximum GENERATORS GENERATORS GENERATORS
GENERATORS
ENGINES ENGINES ENGINES wear It is important to observe
60Hz 50Hz 60Hz 50Hz 60Hz 50Hz 60Hz 50Hz
these standards for your W13 WMD44 WMD33 W1S WMD60 WMD4S W21 WMD77 WMDSS 35B Three 100 STD 7S STD
and to take action when necessary to main W13A 44 BCD 33 BCD W1a 60 BCD 4S BCD WMDSO WMD60
tain a high level of safety dependability W21A SO STD 60 STD
and performance RD60
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 32 kgcm 2at 320 rpm 26 kgcm2
B C D 32 kgcm2at 280 rpm 26 kgcm 2
DIFFERENCE max A B C D 25 kgcm2
INJECTION ORDER A 1 2
B C D 132
CYLINDER HEAD
Bottom surface distortion A B C D Within 005 01
Valve seat angle IN and EX A B C D 45
Valve seat width IN and EX A 10 13 25
B C D 13 18 25
Valve seat sinkage A B C D 05
1
VALVE CLEARANCE IN and EX A B C D 025 when engine is cold
VALVE
Stem 00 A B C D 66
Stem to guide clearance
Intake A B C D 012 010
Exhaust A B C D 025 015
Valve face angle A B C D 45
Valve head thickness margin width A B C D 10 05
VALVE SPRING
Free length A B C D 43 10
Instalied loadllength A B C D 140 kg 07 kg36 mm 15
Squareness A B C D 2
ROCKER ARM
Arm to shaft clearance A B C D 005 mm 02
CYLINDER BLOCK
Camshaft hole 10
Front bushing A B C D 45
Cylinder bore A 70 02 95
Replace block
or sleeve
B 65 02 95 Replace block
or sleeve
C 73 02 95 Replace block
or sleeve
D 78 02 95 Replace block
or sleeve
Cylinder bore oversize finish tolerance A B C D oto 003 for each oversize
Taper of cylinder A B C D 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 70
B 65
C 73
0 78
Piston to cylinder clearance A B C 0 035 086 120 03
Oversize A 025 050 075 100
B C 0 025 050 075
PISTON PIN
Type A B C Semifloating type
0 Fullfloating type
00 A B C 19
0 23
Piston to pin clearance A B C 0 002 slight force fitheat 008
Pin to connecting rod clearance A B C 0 Pressfit load 500 1500 kg
PISTON RINGS A B C 0 3 No1 chrome plated barrel type
No2 and No3 taper ring
Number of oil rings A B C 0 1 chrome plated with coil expander
Ring side clearance
Compression No1 A B C 0 0812 03
No2 A B C 0 05 09 02
No3 A B C 0 04 08 02
Oil ring A B C 0 03 07 02
Ring gap A B C 0 15 40 125 15
CONNECTING ROD
Bend and distortion A B C 0 05 015
Sideplay clearance A B C 0 01 035 05
Smallend bushing 10 0 23 008
CONNECTING ROD BEARING
Standard Type A B C 0 Kelmet metal with back metal
Oil clearance A B C 0 012 025 05 015
Undersize A B C 0 025 050 075
CRANKSHAFT
Bend A B C 0 03 005
End play A 00603
B C 0 005 021 03 005
Main 00 A 59 015 095
B C 0 52 015 095
Conn 00 A B C 0 42 015 095
Undersize finish tolerance
Main common to all A B C 0 00015
Conn common to all A B C 0 015
MAIN BEARING
Standard type A B C 0 Kelmet metal with back metal
flanged metal for center bearing only
Oil clearance A B C 0 04 05 06 010
Undersize A B C 0 025 050 075
continued
I I Engines Generators
All measurements are in mm unless otherwise noted
SERVICE STANDARDS
To convert mm to inches multiply by 03937
REPAIR or
OESCRIPTION MOOELS STANOARO VALUE replacement REPLACEMENT
Required at Required at
CAMSHAFT
Front bearing A B C 0 Lead bronze alloy with back metal
Oil clearance A B C 0 004 008 010 015
Cam lobe height IN and EX A B C 0 3576 10
PUMP CAMSHAFT
Front bearing A B C 0 Ball bearing
Cam lobe height A B C 0 44 10
TAPPET
00 A B C 0 23
Tappet to cylinder block clearance A B C 0 01 08 015
PUSH ROO
Bend A B C 0 Within 03
LUBRICATION
ENGINE OIL
Oil API service A B C Class CC
0 Class CF or CG4
Viscosity above 20C A B C 0 SAE30 or 10W30
5 to 20C A B C 0 SAE20 or 10W30
below 5C A B C 0 SAE 10W30
OIL PUMP
Type trochoid A B C 0
Check valve opening pressure A B C 0 4 04 kgcm 2 at 500 rpm of pump speed
Outer rotor to body clearance A B C 0 015 02 03
Outer rotor to inner rotor clearance A B C 0 005 012 025
Rotor to cover clearance A B C 0 003007 020
OIL PRESSURE SWITCH
Contact closing pressure
Engine A B C 0 4 6 psi normally open
Generator A B C 0 4 6 psi normally open
FUEL SYSTEM
FUEL INJECTION PUMP
Model NOPFR2M A
Model MOPER3M B C 0
At smoke set SS
Pump speed A B 0 1500 rpm 275 10 mm3st
Pump speed C 1500 rpm 38 10 mm3st
At start set MS
Pump speed B 150 rpm 36 75 mm3 st
Pump speed A C 0 150 rpm 34 5 mm3 st
Difference from reference cylinder A B C 0 Within 2 mrnsrev cylinder
Prestroke A B C 0 22 01
NOZZLE
Throttle type A B C 0
Model NOON4S024 A B C 0
Injection start pressure A B C 0 120 10 kgcm2
Engines Generators
TECHNICAL DATA
TIGHTENING TORQUE
DESCRIPTION MODELS TYPEQUANTITY TIGHTENING TORQUE kgm
CYLINDER HEAD BOLT A 6 120 130
B C D M12 bolt 8 115 125 wet
B C D M10 bolt 3 65 80 wet
CRANKSHAFT PULLEY NUT A B C D M18 1520
MAIN BEARING CAP BOLT A B C D 555
CONNECTING ROD CAP NUT A B C D 3235
FLYWHEEL MOUNTING
8T bolt with flange A B C D 13 14
8T bolt with washer old B C D 115 125
OIL DRAIN HOSE BANJO BOLT A B C D 56
OIL FILTER A B C D 1113
FUEL INJECTION PUMP
Delivery valve holder A B C D 45
NOZZLE HOLDER
Holder mounting bolt A B C D 15 2
Holder body and retaining nut A 810
B C D 68
GLOW PLUG A B C D factor to get Nm
ftIb x 1356 Nm
Engines Generators
ENGINE following table describes certain NOTE The engines 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
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 inlet 1 Clean or replace air inlet
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 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 due to
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 f 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 b Adjust
2 Insufficient intake air 2 Clean air intake silencer
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
GOVERNOR 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 2CYLINDER MODELS
ROCKER ARM
INTAKE VALVE
ROCKER SHAFT
EXHAUST VALVE
ROCKER STAY
PISTON
CYLINDER HEAD
WATER PUMP
CYLINDER BLOCK
PUSH ROD
TAPPET
CONNECTING ROD CAMSHAFT
GEAR CASE PULLEY
CRANKSHAFT GEAR
FLYWHEEL
BEARING HOUSING
RING GEAR
BREATHER VALVE
ROCKER COVER
ROCKER ARM EXHAUST VALVE
INTAKE MANIFOLD
GLOW PLUG
PUSH ROD
INJECTOR
CYLINDER HEAD
FUEL FILTER
PISTON
TAPPET
CAMSHAFT
OIL PRESSURE SWITCH
FRONT VIEW
Engines Generators
ENGINE PARTS 3CYLINDER MODELS
WATER OUTlET FITTING
COVER
INTAKE VALVE ROCKER SHAFT
EXHAUST VALVE CYLINDER HEAD
WATER PUMP PULLEY II
CYLINDER BLOCK
PISTON WHlf PUSH ROD
CONNECTING ROD tmLJ
CAMSHAFT
DRIVE BELT
dJ4q REAR OIL SEAL
CRANKSHAFT PULLEY J FLYWHEEL
GEAR CASE
ROCKER COVER
AIR BREATHER PIPE
GLOW PLUG EXHAUST MANIFOLD
INTAKE MANIFOLD
CYLINDER HEAD
PISTON
INJECTION PUMP CONNECTING ROD
1wJ1 PUSH ROD
hii TAPPET
f CAMSHAFT
PUMP CYLINDER BLDCK iI OIL PICKUP TUBE fiol
OIL PAN 41
Engines Generators
CYLINDER The precombustion chamber is of a swirl chamber type
Ricardo made of heat resisting steel and is press fitted
The cylinder head is of an overhead valve type made of in the cylinder head This chamber therefore requires special cast iron and has
an excellent cooling
The crossflow type cylinder head provided with its
intake port on the righthand side and the exhaust pon on the Intake and exhaust valve guides are made of sintered side ensures high
efficiency and are commonly usable in either port The valve guides are
to improve wear resistance
Valve seats when needed can be installed by a competent
and knowledgeable machine shop
The cylinder head gasket is made of carbon graphite It is
provided with stainless steel sheet grommets around the
bores for improved heat and pressure resistance The gasket
requires no sealant when assembled
Intake valves are made of steel and have a
head to provide greater intake efficiency The
heads of the exhaust valves are protected against high tem
peratures by a special steel facing welded to
the valve head
enlNOEK HEAD Valve springs are coated with red enamel which marks the
3Cylinder shown 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
enlNOEK HEAD
2Cylinder Engines
CYLINDER HEAD
CYLINDER HEAD GASKET
VALVE GUIDE
VALVE STEM SEAL
Rocker arm rocker shaft and stay The rocker arms are
made 9f special cast iron and are gas carbonized on the entire
surface An oil hole is on the upper side of each arm The
rocker arm shaft is a carbon steel tube the interior of which
forms a lubricant passage The rocker arm area of the shaft is
Three rocker shaft stays of aluminum
enlNOEK HEAD alloy casting are used The rearmost stay forms an oil pas
3Cylinder Engines sage connected to the cylinder head The rear stay is identical
to the front stay
CYLINDER HEAD
Engines Generators
CYLINDER HEAD
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 manifold 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 ROCKER SHAFT
ROCKER COVER
VALVE SPRING
EXHAUST VALVE
ROCKER SHAFT STAY
GLOW PLUG
PUSH ROD ti FUEL INJECTOR
II CYLINDER HEAD
PRECOMBUSTION CHAMBER
CYLINDER HEAD
2Cylinder Engines
ROCKER SHAFT
ROCKER SHAFT STAY
GLOW PLUG PUSH ROD
FUEL
INJECTOR
PRECOMBUSTION CHAMBER
CYLINDER HEAD
CYLINDER HEAD
3Cylinder Engines
Engines Generators
CYLINDER HEAD SERVICE
DISASSEMBLY INSPECTION
1 Remove the air breather pipe Remove the water bypass
hose if provided Cylinder Head
2 Remove the fuel injection lines NOTE See SERVICE STANDARDS for tolerances and
3 Remove both the intake manifold and exhaust manifold
assemblies 1 Before cleaning the cylinder head check it for cracks
damage and water leaks
4 Remove the rocker cover
2 Hot tank the cylinder head to thoroughly clean all
S Remove the rocker arms and rocker shaft as an assembly
surfaces and oil passages
6 Remove the push rods
3 Check the lower surface of the cylinder head for distor
7 Remove the cylinder head assembly by loosening the tion using a straightedge and a feeler gauge
head bolts in the numerical order shown below
FRONT OF
ENGINE
CYLINDER HEAD BOLTS LOOSENING SEQUENCE
2Cylinder Engines
CHECKING CYLINDER HEAD DISTORTION
Valve Guide
1 Check the valve stemtoguide clearance If the replace
ment value is reached replace the valve guide and valve
FRONT OF
ENGINE
CD CD CD CD 2 To remove an existing guide press it upward with a
driver frQm under the cylinder head To install a new
CD guide press it into the top of the cylinder head with a
driver until the specified height is obtained
CRINDER HEAD BOLTS LOOSENING SEQUENCE
3Cylinder Engines
15t D5IA MODELS
12t 05 B C AND b MODELS
8 Remove the cylinder head gasket
9 Partly disassemble the cylinder head assembly as
follows
a Remove the thermostat housing Remove the
VALVE GUIDE
thermostat and thermostat gasket
b Remove the fuel injectorS and sealing washers
c Remove the glow plug lead wires and remove the
glow plugs INSTAlLlNG 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
the removed valves and other parts in order by each 1 Check each valve seat for damage and improper contact
cylinder If necessary correct it as shown in the illustration After
correction lap the valve into the seat using lapping com
e A valve spring seat of 2mm thick for each spring is pound
fitted on the cylinder head surface Be careful not to
lose the spring seats
Engines Generators
CYLINDER HEAD SERVICE
NOTE Correction of a valve seat should be done after the Valve Spring
valve guide has been checked and if necessary replaced
1 Check the valve springs for cracks and damage
2 Measure the free length and load of each spring Replace
the spring if excessively INTAKE SIDE EXHAUST SIDE
CORRECTING VALVE SEAT
2 If the valve seat sinkage reaches the replacement value
see SERVICE STANDARDS install a new valve seat
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 collar of 2 025 mm
CHECKING FREE LENGTH OF VALVE SPRING
NOTE The thickness of the valve spring retainer collar is
STANDARD 17 03 mm
VALUE
VALVE SEAT SINKAGE
4 Check the valve seat inserts if provided for proper fit
Replace any that fit Check the valve face and stem for excessive wear dam 3 Check the squareness of each spring Replace the spring
age and distortion If there is any correct or replace the if it tilts excessively
valve
2 If the replacement value of the valve head thickness is 20rT
SQUAREMD
reached replace the valve
3 Check each valve stem for wear and pitting in the areas GAUGE
shown by the arrows in the illustration If necessary
correct or replace the valve
CHECKING SPRING SQUARENESS
Rocker Arm and Rocker Shaft
1 Check the valve contact surface of each rocker arm for
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
CHECKING VALVE
2 Measure the rocker arm JD and shaft OD If the differ
VALVE HEAD ence between them is excessive replace the rocker arm
Engines Generators
CYLINDER HEAD reassamble the cylinder head reverse the order of disas
sembly taking care to observe the following instructions gNTEoF
Partial Reassembly
1 Press in the valve guides to the specified height For the
installation procedure see VaLve Guide
2 Install the valve stem seals securely on the valve guide CD
3 Apply oil to the valve stems and insert them into the
valve guides Install the springs retainers and retainer CRINDER HEAD BOLTS TIGHTENING SEQUENCE
3Cylinder Engines i
locks in that order
4 To assemble the rocker arms and shaft place the rocker 3 Be sure to use only new gaskets and packings Apply
shaft in such a manner that the mark 43 sealant to the specified sealing points
mm hole at the front end of the shaft faces toward the
front of the engine Install the frontmost rocker arm and Valve Clearance Adjustment
retain it with a snap ring In a similar manner install the
other rocker arms one after another Finally install the A Models
rearmost rocker arm and retain it with a snap ring Then With the piston of each cylinder at top dead center TDC
install the assembly on the cylinder head When tighten of its compression stoke adjust the valve clearance to the
ing the front and rear stays be sure to install the bolt specified value using a feeler gauge between the valve stem
seats and washers tip and the rocker arm face using the adjusting screw
MARK B C and D Models
Position the piston in 1 cylinder at the top of its compres
sion stroke Observe the valves and timing mark on the front
crankshaft pulley TDC when doing this Adjust the valve
clearances for cylinder 1 Rotate the crankshaft 2400 in the
normal direction of rotation clockwise and adjust the valves
for the next cylinder in the engines firing order cylinder 3
INSTALLING ROCKER ARMS ON ROCKER SHAFT
Rotate the crankshaft another 240 0 and adjust the valves for
5 Tighten the glow plugs to the specified torque cylinder 2
6 Install the nozzle holders and tighten the bolts temporar NOTE For additionaL information see Adjusting VaLve
ily After installing the high pressure injection lines CLearance under ENGINE ADJUSTMENTS
retighten the bolts evenly to the specified torque Do not ADJUSTING SCREW
reuse any sealing washers
LOCKNUT
7 Install the glow plug lead wires The glow plugs are a
taper sealed type they do not require of Cylinder Head Assembly
CLEARANCE COLD 025 mm
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 DAE4 Be sure to use a torque wrench
AiONTOF
ENGINE
ADJUSTING VALVE CLEARANCE
CRINDER HEAD BOLTS TIGHTENING SEQUENCE
2Cylinder Engines
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 two for D Models 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 semikeystone type and the oil rings are provided with
a coil 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 journal NO1
surface and tin flashplating over the entire bearing surface
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 four bearings to provide high pins and oil seal contact areas are to improve wear resistance and durability
PISTON
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
copper alloy except some Model C engines and all Model D
engines which use a special aluminum alloy and is flash
plated all over
CRANKSHAFTS
The front plate and gear case The steel front plate is posi
tioned by a dowel pin located in the upper part of the
camshaft area and a dowel pin in the lower part of the injec
The flywheel is made of cast iron and the ring gear is made tion pump area It is bolted to the cylinder block through a
of carbon steel and is to the flywheel The gasket On the left end rear surface the lube oil pump gear
gear teeth are bearing housing is installed together with the gear case The
The pistons are made of an aluminum alloy to reduce engine aluminum casting gear case is attached to the front end sur
weight and to decrease bearing load during highspeed opera face of the cylinder block through the front plate The case
tion Each piston forms a tapered cylinder with elliptical houses the lube oil pump front bearing and the section contour so as to
obtain the best contact with the related parts It serves also as a camshaft and idler gear bore The piston crown surface has a cavity to
fuel Engines Generators
CYLINDER BLOCK
Valve timing is as follows
INTAKE VALVE VALVE CLOSES
ii
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 EXHAUST VALVE OPENS
duced in the initial period of production while the middle BDC
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 VALVE TIMING
cating the rocker arms through the cylinder head The rear Intake valve opens BTDC 18
end of the shaft is provided with an oil escape hole to let
Exhaust valve closes ATDC 18
excess oil return to the oil pan
Intake valve closes ABDC 46
The helical timing gears are finished by shaving and crown
ing to provide high durability and to reduce chattering Exhaust valve opens BBDC 46
The tappet and push rod The tubuiar type tappets are chill
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
PUSH RDDI
GOVERNOR
FLYWEIGHTS
GEAR
CAMSHAFT
CRANKSHAFT GEAR OFFSET OF TAPPET
AND CAMSHAFT
TIMING GEARS
OFFSET
2Cylinder Engines
The injection pump camshaft
is made of high carbon steel
Its cam surfaces are induction
hardened to improve wear
resistance The front end of
the shaft supported on a ball
bearing is connected to a gear
The rear end is provided with
an Oldhams coupling groove
for connecting to the oil pump INJECTION PUMP CAMSHAFT
3Cylinder shown
drive shaft
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
TIMING GEARS
3Cylinder Engines the engine
Engines Generators
CYLINDER BLOCK Models
1 For the removal of the cylinder head and related parts
refer to DISASSEMBLY under CYLINDER HEAD
SERVICE
2 For removal of the injection pump water pump and elec
trical equipment refer to their respective sections
3 For the removal of the oil filter and oil pump refer to
LUBRICATION SYSTEM SERVICE
4 Remove the push rods then puIl the tappets upward out REMOVING THE
of the crankcase CRANKSHAFT
2Cylinder shown
5 Remove the oil pan and gasket
B Cand 0 Models
6 Remove the flywheel
1 For removal of the cylinder head and related parts refer
7 Loosen the crankshaft puIley nut and removethe puIley to DISASSEMBLY under CYLINDER HEAD SERVICE
and washer
2 For removal of the water pump and electrical equipment
8 Remove the gear case and gasket refer to their respective sections
9 Remove the oil pump gear 3 Pull off the push rods tlen pull out the tappets upward
10 Remove the governor weight assembly then remove the 4 Remove the fuel filter
snap ring and the governor gear
5 Loosen the crankshaft pulley nut then take off the pulley
11 Draw out the camshaft and gear from the crankcase and washer
6 Loosen the flywheel mounting bolts and remove the fly
wheel
7 Remove the back plate and rear oil seal case
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 to separate the injection
pump rack from the tierod before remoing the
gear case The front plate is bolted to the cylinder
block from inside the gear case therefore be care
ful not to drie out the gear case together with the
12 Remove the sleeve crankshaft gear plate and thrust front plate Also be careful not to damage the
washer dowel pins
13 Remove the connecting rod cap Draw out the piston and
9 Remove the fuel injection pump
connecting rod upward
10 Remove the governor weight bolts Remove the weights
Note Keep the rod caps and bearings in order near each
cylinder to ensure they will be reassembled in their 11 Remove the pump camshaft bolt
original order Mark them as needed 12 Remove the oil filter and the oil pump assembly Then
14 Remove the bearing housing from the crankcase pull out the injection pump camshaft
15 With the crankshaft counterweight positioned in the cut 13 Remove the gears Then remove the front plate
of the crankshaft hole in the crankcase draw the crank 14 Remove the camshaft
shaft out carefully so the main bearings will not be
damaged 15 Tum the engine upside down Remove the oil pan and oil
screen
Engines Generators
CYLINDER BLOCK SERVICE
16 Remove the nuts from the big end of each connecting rod DModels
and remove the cap Push the piston and connecting rod
1 Remove the snap ring from each end of the piston
assembly upward out of the cylinder block Keep the
removed parts in order for each cylinder When pushing 2 Using a piston heater heat the piston for about 5 minutes
out the piston and connecting rod assembly put a in an oil bath of about 80C Then remove the piston
wooden block against the cap mating surface of the rod from the oil bath and pull out the piston pin
so as not to damage the metal surface Remove the main bearing caps Keep the caps and bear Cylinder
Block
ings in order for each cylinder It is necessary to measure 1 Check the cylinder block for cracks and damage If there
the crankshaft end play before removing the caps see is any repair or replace the block Check the camshaft
Crankshaft para 3 under CYLINDER BLOCK SER front journal bushing for wear and damage If there is
VICE Mark the caps and rod with a number punch 1 4 any replace the bushing using a special tool fool
as needed 033583
18 Remove the crankshaft If the journal mating part in the cylinder block is dam
Removing Piston Pin aged on an engine without a bushing at the front end of
the camshaft machine the indicated dimension of the
When separating the piston from the connecting rod use the
hole and pressfit the bushing in place For procedures Keep the disassembled parts in order installation procedure see CYLINDER
BLOCK
for each set Take care to prevent confusion especially for
SERVICE REASSEMBLY early engines only
each set of piston and wrist pin
A Band C Models
1 Set the piston and connecting rod assembly on the
A CAUTION Force out the bushing in the cylin
special tool piston pin setting tool body der block using an appropriate bushing drift Be
careful not to damage the tappet hole
2 Insert the push rod of the tool into the piston pin hole
and press the pin out When machining the bushing installation hole the
148 mm 118998 hole is to be parallel and con
A CAUTION Do not hammer a piston pin to centric within 01 mm 00039 to the 145 mm
117717 hole
remove it A stuck piston pin which requires exces
sive pulling force should be replaced Do not apply
CYLINOER BLOCK FRONT FACE
a load of more than 3000 kg to the piston pin set CAMSHAFT
BUSHING
ting tool
INSTALLER
REMOVING CAMSHAFT BUSHING
MARK 2 Check the water jacket for scale and corrosion Clean the
block thoroughly and ensure that all oil passages are
clean
ARROW
MARK 3 Check the cylinder walls for scratches dents and wear If
necessary repair by honing or boring Measure the cylin
der bore in rightangled directions A and B at three
PISTON different depths
4 When cylinder bore wear is not excessive and only the
piston rings require replacement check the upper part of
the cylinder for ridge wear If any exists ream the
cylinder bore and hone when necessary
REMOVING PISTON PIN
Engines Generators
CYLINDER BLOCK SERVICE
WEIGHT OF 12mm
SEMIKEYSTONE RING CLEARANCE
PISTON RING SIDE CLEARANCE
4 Measure the gap of each piston ring Replace the ring if
CHECKING CYLINDER WEAR its gap is excessively large To measure the ring gap
insert a ring into the least worn place of the cylinder bore
Piston Piston Pin and Piston Rings skirt using a piston and measure the gap with a feeler
gauge
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
PISTON
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
at the lower end of the skirt at right angles to the axis of
the piston pin hole
JLNG
RING GAP
MEASURING PISTON RING GAP CLEARANCE
Connecting Rod
1 Using a connecting rod aligner check each connecting
rod for bending and distortion If necessary correct or
replace the rod
MEASURING PISTON 00
2 Measure the connecting rod thrust clearance with a rod
assembled on the crankshaft If the clearance is exces
sive replace the rod assembly
3 Measure the side clearance between each piston ring and
its groove If necessary replace the ring
As to the semikeystone type top ring allow it to sink by
its own weight into the groove then measure its depth
from the piston surface
CONNECTING ROD
THRUST CLEARANCE
PISTON RING SIDE CLEARANCE
Engines Generators
CYLINDER BLOCK Measure the crankshaft bend If excessive repair or
replace the MEASURING
CRANKSHAFT
END PLAY
Main Bearings and Connecting Rod Bearings
Check the surface of each bearing for flaking melting seiz
ing and poor contact If any of these conditions exist replace
CRANKSHAFT 00 the bearing
A Models
When replacing the main bearings use the Check the crankshaft journals and pins for damage installer tool
seizure and other faults If excessively worn or damaged
machine to the undersize diameter At the ame time 1 Renwving the main bearing To remove the main bear
replace the corresponding main bearing or connecting rod ing put the guide ring onto the installer body as illus
bearing with the same undersize bearing When machin trated Remove the main bearing from the bearing
ing a crankshaft journal or pin to the undersize one be housing by pushing from the front toward the rear Also
sure to finish its fillets to R25 mm Check that all oil remove the main bearing from the rear of the crankcase
passages in the crankshaft are clean and open by pushing inward from the rear after removing the oil
seal
2 Installing the main bearing Before installing the main
bearing apply engine oil to the bearings outside surface
Be sure to use a press to install the bearing Do not ham
mer the bearing
To install the main bearing assemble the main bearing
installer body and guide ring as illustrated and then
pressin the bearing in the same direction as it was
removed
BEARING BEARING
INSTALLER INSTALLER
FlUET RADIUS ON CRANKPIN JOURNAL
MARKING
3 Check the crankshaft end play If the specified limit is
exceeded replace the flanged No3 main bearing To
check the end play install the main 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 REMOVING MAIN BEARINGS INSTALLING
MAIN BEARINGS
Engines Generators
CYLINDER BLOCK SERVICE
The main bearing must be pressedin in such away that the Camshaft
crankcase oil hole and bearing oil hole line up The housing
Measure the clearance between the center journal and the
body has a marking on its collar Set the bearing with th oil
cylinder block and between the rear journal and the cylinder
hole properly aligned with this marking and then press m
block If either or both clearances are excessive replace the
with the oil hole aligned with the crankcase 011 hole After
camshaft front bushing or cylinder block Replace the
setting do not turn the tool and bearing Be sure that th
camshaft if the cam surface is damaged or the cam lobe IS
main bearing is pressed in with the outer area of the mam
badly worn
bearing above the crankcase center
B C and D Models
Fit thai barings to the cylinder block and the connect
ing rod bearings to the connecting rods Tigten the bolts to
Measure the JD of each beanng Then mea
sure the OD 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 the undersize OD and
install the same undersize bearing
MEASURING CAM LOBE HEIGHT
Fuel Injection Pump Camshaft
Replace the camshaft if the cam surface is excessively worn
or damaged or if the Oldhams coupling is damaged
CONNECTING ROO BEARING 10
Gearcase
Check 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
Ball Bearings
22 04 Check each ball bearing for excessive wear or damage and
for irregular or noisy rotation If there is any replace the
bearing
Tappets
1 Check the bottom of each tappet for cracks flaking and
nicks If any of these conditions exist replace the tappet
2 Check the clearance between each tappet and the cylinder
PRESSFIT HEIGHT OF block If any clearance exceeds the specified limit
CAMSHAFT THRUST PLUG replace the tappet
Push Rods
Timing Gears and Lube Oil Pump Gear 1 Replace a push rod if both its ends are excessively worn
Check each gear for poor contact wear and damage If there 2 Place each push rod on a surface plate and check for
is any replace the gear Also check the splined bore of the bending at the center of the rod If the bend exceeds the
lube oil pump gear for faults specified limit correct or replace the rod
Engines Generators
CYLINDER BLOCK AMODELS c Set the piston connecting rod and guide as an assem
bly on the tool body When setting insert the tool
guide into the tool body with the cut in the guide in
A CAUTION Clean each part sufficiently Clean oil alignment with that in the tool body and then tum the
guide 90 Make certain the small end of the connect
passages sliding surfaces and rotating parts with spe
ing rod rests properly on the tool body Also confirm
cial care
that the front mark on the piston head and identifica
Before assembling apply engine oil to all sliding rotat tion mark on the connecting rod face up
ing and pressfit parts such as bearings and cylinder d Press the piston pin in under a pressure of 500 to 1500
inner walls kg If the piston pin is easily pressed in with less pres
sure than above or if the pin needs a greater pressure
Replace gaskets packings and oil seals with new ones replace the connecting rod or the piston and pin
Apply sealant to gaskets and packings and to the assembly The piston pin will be positioned in place
specified sealing points by the guide After installation tum the push rod 90
so that the cut in the guide comes in alignment with
Observe tightening torque and sequence where speci the cut in the tool body Detach the piston and con
fied For other parts tighten to the torque for ordinary necting rod assembly from the tool body
screws or bolts as the torque table specifies
Check clearances and end plays during assembly work
GUIDE E
1 Assemble the piston and the connecting rod using the
piston pin setting tool
8 Insert a piston pin into the push rod of thetool then
screw a guide see illustration for proper guide fully
into the push rod
b Insert the assembled push rod piston pin and guide
into the piston pin hole from the guide side and into
the small end of the connecting rod In this case both
the arrow front mark on the piston head and the
mark on the connecting rod are to be
PISTON PIN SmlNG TOOL PN 033582
positioned upward Before insertion apply engine oil AModels only
to the piston pin and to the connecting rod small end
hole
A CAUTION After assembling the piston and
PISTON connecting rod make certain the connecting rod
small end is properly positioned at the center of
the piston pin If any excessive deviation from
the proper pOSition is found correct it In this
case check the piston pin setting tool also
MARK
Each piston and its pin are matched parts and
therefore a set of piston and pin must not be
confused with other pistons and pins All pistoAS
and pins to be used in an engine must be of the
same size same mark
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
size mark facing up
When installing the piston ring with a coil expander
position the expander joint opposite to the ringgap
position
INSTALLING PISTON PIN
AModels only
Engines Generators
CYLINDER BLOCK SERVICE
5 Install the outside thrust bearing in the bearing bore in
the bearing housing then install the stopper plate crank
shaft gear and sleeve Install the stopper plate with the
chamfered side facing toward the rear of the engine
RNO2 Install the crankshaft gear with the stepped side facing
toward the rear of the engine Also install the sleeve with
the chamfered square end toward the front of the engine
iI 00
PISTON RINGS
PISTON RING
POSITIONS
RING GAP
PULLEY
WASHER
FRONT OFp POSITIONS SLEEVE
ENGINE
INSTALLING CRANKSHAFT GEAR SLEEVE
3 Insert the crankshaft into the crankcase Apply engine oil
to the main bearings and crankshaft journals Be careful
not to damage the main bearings
4 Install the bearing housing with the tongue of the inside
thrust bearing properly fitted in a notch in the bearing
housing
A CAUTION Thrust bearings inside and out
side are identical Howeer before installation 6 Temporarily install the sleeve stopper washer except for
measure their thickness to confirm that they are the PTO pulley and crankshaft pulley Tighten the nut
Check the crankshaft end play If the end play exceeds
within the standard size From this the crankshaft
the specified value recheck the thrust bearing Also
end play can be specified check that the crankshaft gear and sleeve are properly
installed Mter checking the end play loosen the nut and
remove the pulley and washer
INSTALLING CHECKING CRANKSHAFT END PLAY
THRUST BEARING
Engines Generators
CYLINDER BLOCK SERVICE
7 Insert the piston and connecting rod assembly from 10 Install the oil pump drive gear with ball bearing
above into the cylinder using a ring band At this time 11 Attach a gasket coated with the specified sealant to the
make certain that the piston ring ends are properly posi gear case then install the gear case with the governor
tioned and that the arrow mark on the piston head is linkage assembled to it
directed toward the front of the engine In older models
the arrow faces toward the combustion chamber After 12 Install the crankshaft pulley Be sure to install the crank
insertion install the rod metal in proper position and shaft spacer stopper washer and crankshaft pulley washer
tighten the rod cap to the specified torque 13 Install the flywheel and tighten the bolts to the specified
torque
14 Install the oil pan
15 Insert the tappet
FRONTOF 16 Install the cylinder head assembly
ENGINE r
lJi 17 Install the injection pump assembly
PISTON RING GAP POSITIONS
8 Assemble the camshaft gear to the camshaft and retain it
with a key Insert the camshaft into the crankcase with
the crankshaft gear mating mark and camshaft gear mat
ing mark properly aligned as INSTALLING INJECTION PUMP
18 Install the oil pump and oil filter When the oil pressure
switch has not been installed yet apply sealant to its
threaded portion and install
CRANKSHAFT
19 Install the fuel filter
GEAR
20 Install the water pump
CAMSHAFT GEAR
21 Install the starter and alternator
TIMING GEAR MATING MARKS
9 Install the governor gear Install a snap ring onto the
shaft Then install the governor weight assembly and
sliding shaft
INSTALLING THE GOVERNOR
Engines Generators
CYLINDER BLOCK SERVICE
265 mm t 05 mm
REASSEMBLY B C and D MODELS
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 pressfit parts such as bearings and cylinder
inner walls
Replace gaskets packings and oil seals with new ones
Apply sealant to gaskets and packings and to the spec PRESSFlnlNG IDLER GEAR SHAFT
ified sealing points 3 When replcing the dipstick guide coat the new guide
Observe tightening torque and sequence where speci without a flange with HERMESEAL 52B sealant then
fied For other parts tighten to the torque for ordinary pressfit into the cylinder block Pressfit to a height of
30 05 mm 11811 00197 from the cylinder
screws or bolts as the torque table specifies block surface When installing the former type of guide
Check clearances and end plays during assembly work 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
1 When the camshaft front bushing is pressed in align the
guides
bushing oil hole with the oil hole in the cylinder block
using a bushing installing tool For proper alignment
make a mark indicating the blocks oil hole position on
the front end face of the block After installing the bush
ing confirm that the oil holes are properly aligned with
each other
LATER TYPE GUIDE FORMER GUIDE
PRESSFIniNG DIPSTICK GUIDE INTO BLOCK
4 Install the main bearings to the cy Iinder block
NOTE The oil ports must be properly positioned and the
OIL HOLEI BUSHING SEAM bearing fitted correctly into the block recess
5 Install the crankshaft Apply engine oil to the journals
and pins
6 Install the main bearing caps and tighten the cap bolts to the
specified torque Each cap carries an embossed arrow mark
and numeral to prevent incorrect installation of the caps
When installing the No1 and No 4 caps apply sealant to
the upper surface cylinder block mating surface
FRONT OF ENGINE
INSTALLER L
l 1 mm
PRESsFITTlNG CAMSHAFT 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
engine operation
MAIN BEARING CAPS
Engines Generators
CYLINDER BLOCK SERVICE
7 Check the crankshaft end play
S Apply sealant to the outside surface of both side seals PISTON
Press the side seals into the front and rear caps thus com
pleting the reassembly of the
InITlCII ATI MARK
INSTAWNG
BEARING CAP
SIDE SEALS
PISTON PIN SETTING TOOL
b Insert the assembled push rod piston pin and guide
into the piston pin hole from the guide side and into
the small end of the connecting rod In this case both
9 Install the oil seal into the crankshaft rear oil seal case the arrow front mark on the piston head and the
Install the seal case to the cylinder block Remember to mark on the connecting rod are to be
install the gasket Turn the crankshaft one complete positioned upward Before insertion apply engine oil
revolution to ensure there is no unwanted binding to the piston pin and to the connecting rod small end
hole
10 Install the back plate
11 Install the flywheel Tighten the bolts to the specified
c Set the piston connecting rod and guide as an assem
bly on the tool body When setting insert the tool
torque
guide into the tool body with the cut in the guide in
12 Assemble the piston and the connecting rod alignment with that in the tool body and then tum the
Band C Models guide 90 Make certain the small end of the connect
ing rod rests properly on the tool body Also confirm
a Use the Piston Pin Setting Tool Insert a piston pin
that the front mark on the piston head and identifica
into the push rod of the tool then screw a guide see
tion mark on the connecting rod face up
illustration for proper guide fully into the push rod
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
89mm replace the connecting rod or the piston arid pin
GUIDEF
Ie MODELS assembly The piston pin will be positioned in place
by the guide Mter installation tum the push rod 900
so that the cut in the guide comes in alignment with
the cut in the tool body Detach the piston and con
PUSH ROD necting rod assembly from the tool body
GUIOE
B MODELS
PISTON PIN SETTING TOOL
NO ST332301
Engines Generators
CYLINDER BLOCK SERVICE
14 Install the piston and connecting rod assembly from the
A CAUTION After assembling the piston and top of the cylinder block using a ring band In this case
make certain the piston ring gaps are properly positioned
connecting rod make certain the connecting rod and the arrow mark on the piston faces the front of the
small end is properly positioned at the center of engine After insertion install the connecting rod end
the piston pin If any excessive deviation from halves in place and tighten the rod cap bolts to the speci
the proper position is found coect it In this fied torque Apply oil to the bearing surfaces before
assembly of the Cnnecting rod ends
case check the piston pin setting tool also
15 Install the front plate Remember to install the gasket and
Each piston and its pin are matched parts and dowel pin
therefore a set of piston and pin must not be
16 Tum the crankshaft until the No1 cylinder piston comes
confused with other pistons and pins All pistons to the top dead center
and pins to be used in an engine must be of the
17 Align the keyway in the crankshaft gear with the key on
same size same mark the crankshaft Install the gear on the shaft
18 Align the mating mark 1 on the idler gear with that on
DModels the crankshaft gear install the idler gear on the idler
When assembling the piston and connecting rod for shaft Insert the camshaft and gear assembly into the
D Models heat the piston at 80 a C for about 5 minutes in cylinder block so that the mating mark 2 on the
oil using a piston heater After installing the piston pin camshaft gear aligns with that on the idler gear Then
lock with a snap ring at each end of the pin insert the injection pump camshaft assembly into the
cylinder block and align the mating mark 3 on the
13 Piston rings differ in shape from one another Be sure to pump gear with that on the idler gear Finally install the
install them in their proper positions and directions as injection pump drive shaft gear assembly
illustrated and with the stamped manufacturer mark and
size mark facing up
When installing the piston ring with a coil expander
position the expander joint opposite to the ring gap
PISTON RINGS GEAR MATING MARKS
PISTON RING
POSITIONS
19 Confirm that mating marks on the gears are in proper
alignment with each other
RING GAP
20 Fit the governor weight assembly to the injection pump
cam gear
FRONT OFA POSITIONS
ENGINE v
Engines Generators
CYLINDER BLOCK SERVICE
21 Install the gear case with the governor and related parts 26 Install the cylinder head assembly see CYLINDER
previously installed and gasket When installing the gear HEAD SERVICE REASSEMBLY
case insert the tierod and tierod stopper spring into the 27 Install the injection pump assembly see Installation and
hole in the cylinder block so to position it next to the Adjustment of Fuel Injection Pump under FUEL
injection pump fuel rack SYSTEM
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
24 Install the oil pick up then install the oil pan pressure switch and oil pressure sender with adapter has
not yet been installed apply sealant to the threaded
25 Apply oil to the periphery of the tappet Insert the tappet portion when installing
into the cylinder block Then insert the push rod properly
into the tappet hole Check to see if the tappet moves 29 Install the fuel filter
lightly 30 Install the fresh water pump
31 Install the starter see SERVICE
and alternator see SERVICE
32 Install the raw water pump
TAPPET
INSTALLING TAPPET AND PUSH ROD
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 CAUTION 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 and spring lever Remove the
nor lever assembly tierod and spring in the direction that speed 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
8 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
INJECTION PUMP
GOVERNOR LEVER
GOVERNOR WEIGHT
SHAFT
GEAR CASE
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
check the tierod and spring which connect the governor
GOVERNOR LEVER
lever to the fuel rack Replace if defective
GOVERNOR 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 is also mounted on this same lever assembly A
throt
tle bracket is provided to attach a pushpull cable This cable REMOVE
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 stop
position 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 Procedure
1 Wire the system making reference to the wiring diagram
THROTTLE LEVER 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
follows
0 Models 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 D Models only This solenoid mounts in a boss directly in lead Once the engine starts and the start button is
behind and slightly below the injection pump mounting loca released the solenoid remains energized by current to the
tion This solenoid when energized by turning the key hold lead of the solenoid coming from the R on allows the injection pump fuel
rack to move to the connection on the alternator which receives position allowing the engine to start and run When rent
once the engine starts and the oil pressure switch
the key switch is turned off the solenoid plungermoves the closes from engine oil rack to the stop fuel position stopping the and
Adjusting the Key Switch A CAUTION The pullin lead draws about 810 amps
Shutoff Solenoid to energize the solenoid The hold lead draws about one
1 Remove the large plug or side oil filler assembly located amp to keep the solenoid energized Should these leads
just behind the injection pump and slightly below it on be connected incorrectly during installation the sole
the engine block noid will be damaged from excess current draw during
2 Visual access to the fuel injection pump fuel rack is engine operation
needed To obtain this remove the shutoff lever side
cover assembly NOTE Should the solenoid fail and engine operation is
3 Thread the locknut all the way onto the solenoid and required unscrew the solenoid as far out of the boss as pos
apply a small amount of Teflon sealant to the threads for sible without removing it Lock it in position with the locknut
ward of the nut The engine will now start To shut the engine off use the
4 Thread the solenoid into the boss on the engine block and manual shutoff lever Disconnect the two leads red and white
observe the solenoid plunger through the side cover from their power source
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
5 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 ADJUSTMENTS
TIGHTENING THE CYLINDER HEAD a Rotate the engine in the normal direction of rotation
placing the No1 Cylinder at the top of its compres
Pull off the air breather pipe from the rocker cover and
sion stroke Align the timing mark on the gear case
remove therocker cover Before adjusting the valve clear
with the timing mark on the crankshaft pulley indi
ance retighten the cylinder head bolts to their specified
cated for cylinder No1 the timing mark next to the
torque in the sequence shown in the diagram Make sure the
three injection timing marks In this position the No
engine is cold when this is done Before applying the speci
1 cylinder is at its top timing mark while dead center
fied torque to a bolt loosen it 14 to 12 a tum and then apply
on its compression stroke Adjust both intake and
the torque see TECHNICAL DATA
exhaust valve clearances for this cylinder
FRONT OF
ENGINE
INJECTION
TIMING MARK
CYLINDER HEAD BOLTS TIGHTENING SEQUENCE
2Cylinder OF
ENGINE NO3 TOP
TIMING MARKS
o CD CD
3Cylinder Engine shown
Adjust each valves clearance by inserting a 025 mm
CD CD CD feeler gauge between the rocker arm and the valve
stem
CYLINDER HEAD BOLTS TIGHTENING SEQUENCE
3Cylinder Engines
ADJUSTING VALVE CLEARANCE
Adjust the valve clearances when the engine is cold Valves
are adjusted by cylinder in the firing order of the engine 12
for 2cylinder engines 132 for 3cylinder engines Tighten
the cylinder head bolts to the specified torque before adjust
ing the valves see TIGHTENING TORQUE chart
1 Pull off the air breather pipe from the rocker cover and
take off the rocker cover bolts and the rocker cover
2 The valve clearances must be adjusted at IDC Top Dead
Center for each cylinder when each is on its compres
sion stroke Remember the engines firing order 12 for
2cylinder engines 132 for 3cylinder engines The
valves must be adjusted in the firing order while they are
closed You may find that turning the engines crankshaft
is more easily done when the engines glow plugs are
removed before the crankshaft is turned Adjust the valve
clearances as follows
NOTE It is important to exactly align the timing mark on
the gear case with that on the crankshaft pulley if not
the valve may be pushed up by the piston depending on
the position of the cam lobe
ADJUSTING VALVE CLEARANCE
3Cylinder Engine shown
Engines Generators
ENGINE ADJUSTMENTS
If the valves have no specified clearance adjust by aligned with the timing mark on the front gear case The
means of the adjusting screws Remember to align the injection timing is correct when the timing marks are
timing marks properly it not the valve may be aligned Refer to the SERVICE STANDARDS chart for
pushed up by the piston depending on the position of the injection timing for the model being checked
the cam lobe Be sure to check the valves for this
cylinder both should be closed
h For 2cylinder engines After adjusting the valves for
cyllinder No1 place the No2 cylinder piston at the
top dead center on its compression stroke and adjust
its intake and exhaust valve clearances
FRONT
CRANKSHAFT
PULLEY
For 3cylinder engines After adjusting the valves for
cylinder No1 turn the crankshaft clockwise 240 0 so
the IDC mark on the camshaft pulley for the No3
cylinder is approximately at the position shown in the
illustration Now adjust the intake and exhaust valve
clearances for cylinder No3 Be sure to check the
valves for this cylinder both should be closed
c For the No2 cylinder turn the crankshaft clockwise 8 When the specified injection timing is not correct
another 240 0 to position the IDC mark on the crank increase or decrease the shim material thickness under
shaft pulley approximately at the position shown in the fuel injection pumps mounting flange Injection tim
the illustration Now adjust the intake and exhaust ing varies 10 with each 01 mm increase or decrease of
valves for cylinder No2 Be sure to check the valves shim thickness The addition of shim thickness will retard
for this cylinder both should be closed the timing and reducing shim thickness will advance the
timing Shims are available in the following FUEL INJECTION TIMING 2 mm 3 mm 4 mm and 8 mm Refer to your
engines
1 Rotate the engines crankshaft in its normal direction of generators parts catalog for shim part numbers
rotation to position piston No1 at the beginning of its 9 Another method of checking the injection timing without
compression stroke removing the spring from under the delivery valve holder
2 Remove the highpressure fuel line between the No 1 is to disconnect the high pressure injector line from the
injector and the No 1 fuel delivery valve holder injector Then with the number one piston at the begin
ning of its compression stroke turn the crankshaft in the
3 Remove the No 1 delivery valve holder normal direction of rotation and carefully watch the fuel
4 Remove the delivery valve spring from the holder and in the end of the high pressure line The moment this fuel
reinstall the holder only starts to swell and come out of the line this is the injec
5 Reattach the high pressure fuel line to the delivery tion timing point By this method the timing is about 10
holder Fuel will flow from this line during the timing later than the spill timing method previously discussed
check Attach it so that the end that would connect to the
fuel injector is pointing away from the engine Have a
ADJUSTING NOLOAD ENGINE SPEEDS
container under it to catch the fuel To adjust the engine speed on a generator adjust the linkage
between the throttle arm and the fuel run solenoid Shorten
6 Move the throttle to full open and energize the fuel lift
ing the linkage increases the engine speed Lengthening the
pump Place the starter key in the ON position do not
linkage reduces the engine speed
turn the key to the START position
NOTE This adjustment is performed with the engine operat
NOTE the fuel shutoff lever must be in the RUN position ing and at normal operations temperature with no amperage
while making the adjustment or no fuel will flow from the
being taken from the generator See the chart below
fuel injection pump
7 Slowly turn the crankshaft in the normal direction of GENERATOR MODELS NOLOAD SPEED rpm
rotation and watch the fuel flowing from the injector line 60 hertz models 1850 1880 615 620 hertz
The instant it stops is the injection timing LT point
50 hertz models 1550 1580 515 520 hertz
With the crankshaft stopped at the LT position check to
see if the timing mark on the front crankshaft pulley is
NOTE Any adjustment of the throttle on a generator is done
only with the linkage between the fuel solenoid and the
throttle lever
Engines Generators
ENGINE Models This adjustment need only be an engine overhaul or when the governor system or
injection pump have been performed is performed after engine assembly during testing
at the factory See the chart below for noload engine speed
1 With the damper spring released 1y loosening the
damper spring adjusting bolt set the engine at a rpm
specified in the chart with the maximum speed set bolt
Lock the bolt at that position
ENGINES lia rpm
A Band C Models 3110 0
D Models 3710 0
2 Tighten the damper spring adjusting bolt until 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 DAMPER SPRING ADJUSTMENT
locknut Apply Locktight to the threads of the adjusting
bolt
ENGINES b rpm APPROlC 1D
A Band C Models 3150 0
D Models 3750 0
a Seal the adjusting bolt with its brass
cap and crimp it on the bolt
h Seal the maximum speed set bolt with wire and seal
ing materiaL
3 Acljusting the Idling Speed Idling speed for most
engines is between 800 and 1000 rpm Set the engine to
the idling speed with the idling set bolt and lock the bolt
at that position
SPEED CONTROL LEVER
DAMPER SPRING Engines Generators
LUBRICATION SYSTEM The cartridge type oilfilter in which the filter body is inte
gral with the filter element is easy to handle Oil from the oil
The lubrication system uses a trochoid gear pump and a full pump is led into the filter element When a pressure oil filter The oil pump
is driven through the Oldhams between before and after the element exceeds 142lbin 2 1
coupling at the rear end of the fuel injection pump camshaft kglcm2 due to excessive clogging of the element a bypass
Oil from the oil pump flows into the cartridge type oil filter valve in the element will open an oil passage bypassing the
via the relief valve After being filtered by this filter oil is element As a result oil flows to various engine parts to various engine parts
through oil galleries in the filtration Therefore it is important to replace the oil filter reg
engine block ularly The oil filter should be replaced after the initial 50
OIL FILL hours of operation and thereafter every 100 hours of opera
tion
The trochoid gear type oil pump is mounted on the back of
the fuel injection pump on the right side of the cylinder block
OIL PIPE The oil pump houses a relief valve If pump delivery oil pres
sure exceeds 569Ibin2 4 kglcm2 the relief valve will open
to bypass oil into the oil pan thus preventing further oil
pressure rise
RELIEF
VALVE
RELIEF VALVE I
OIL PRESSURE
SWITCH
OIL PUMP ASSEMBLY
2Cylinder Engines
LUBRICATION SYSTEM
2Cylinder Engines
SPRING
RELIEF VALVE
j I
OIL PRESSURE
SWITCH
OIL PUMP
OIP DlL PUMP ASSEMBLY
3Cylinder Engines
DISASSEMBLY
Oil Filter and Oil Pump
1 Remove the oil filter
2 Remove the pump cover assembly housing and gasket
LUBRICATION SYSTEM
3Cylinder Engines
Engines Generators
LUBRICATION SYSTEM 4 Pump body Oring Check the pump body Oring for
cracks and damage
Oil Pump 5 Oil pressure Replace the oil pressure
1 Outer rotor to body clearance Using a feeler gauge switch and the oil pressure sender
check the clearance between the outer rotor and body If
excessive replace the rotor assembly
A CAUTION Oil Pressure Switch 00 not use
lock pliers vise grips or pipe wrenches on the oil
pressure switch Use the correct socket which is
available from SnapOn Proto New Britain and
others Damage to the switch will cause oil leaks
andor switch failure
REASSEMBLY
1 Install the oil filter and tighten fully by hand Tightening
OUTER ROTOR TO HOUSING CLEARANCE torque 80 to 94 ftIb 11 to 13 kgm Before installa
tion check for proper fitting of the Oring in the groove
2 Rotor clearance Check the clearance between the outer and coat the Oring with a small quantity of oil
and inner rotors with a feeler gauge If excessive replace
the rotor assembly 2 Install the gasket Then install the oil pump housing
Oring rotor assembly and cover assembly in that order
Check the Oldhams coupling of the inner rotor shaft for Apply oil to the rotating parts
cracks damage and wear
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
into the sender Thread the sender into its fitting on the
oil pumps housing
i99R STANDARD VALUE 01502
REPLACE VALUE 01503
TESTING THE OIL PRESSURE
1 Start and warm up the engine
OUTER ROTOR TO INNER OUTER ROTOR 2 Check for oil leaks at the filter and pump assembly
ROTOR CLEARANCE
3 Remove the oil pressure sender and connect a mechanical
3 Rotor to cover clearance With the outer rotor inserted in oil pressure gauge to the hole
the pump body insert a straightedge and check the clear
4 Set the engine speed at 3000 rpm and measure the oil
ance between the rotor and the straightedge with a feeler
pressure It should be fairly constant at 50 Ibin 235
gauge If excessive replace either the rotor or the body kgcm2
NOTE Insure that oil meets specification standards
Class CF or CG4 or beuerSAE 30 lOW30 l5W40
ROTOR TO COVER Engines Generators
LUBRICATION SYSTEM SERVICE
OIL PRESSURE
All generators have a twoprong oil pressure switch see ALL GENERATOR
which is normally open When the oil below 510 psi 0407 kgcm2 this switch circuit for the fuel run solenoid by opening shutting
down the generator
Engines propulsion engines have an oil pressure switch that is
normally closed This switch opens when the oil pressure is
higher than 510 psi 0407 kgcm2 see when
the oil pressure drops below 510 psi 0407 kgcm the OIL PRESSURE
switch closes activating an alarm that emits a pulsating sig
nal EARLY PROPULSION
ENGINE MOOELS
Later propulsion engines have a twoprong oil see illustration which is normally open When the
oil pressure drops below 510 psi 0407 kgcm the an alarm that emits a pulsating signal
NOTE On all propulsion engines the alarm will also emit a
pulsating signal when the engine starts up as the oil has not
yet reached its normal pressure a good check of the alarm
If this alarm emits a continuous signal it indicates an LATER PROPULSION
ENGINE MODELS
engine overheat with the engine operating 2JOF 99C
PRESSURE
OIL PRESSURE SWITCHES
Engines Generators
FUEL The builtin fuel injection pump is mounted on the right side
An fuel lift pump draws fuel from the diesel of the cylinder block It consists of the pump through an fuel filterwater separator
plunger assemblies delivery valves tappets and smoke set
to the engines primary fuel filter and on to the fuel injection unit As the pump camshaft rotates the plungers are moved
pump The pressurized fuel is then injected into the combus up and down through a fixed stroke thus delivering pressur
tion chamber through the injection pipes and nozzles Excess ized fuel to engine 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
NOTE Fuei supplied to the fuel lift pump must be filtered to plunger is rotated by the control pinion which is mounted on
1025 microns by the fuel filterwater the plunger barrel This pinion meshes with the
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 turn 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
SMOKE SET
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
propulsion models pull the throttle control lever fully
FUEL FILTER
WATER SEPARATOR PRIMARY toward the maximum speed position and the tierod with
FUEL FILTER stopper spring will move the control rack in the arrowed
direction against the spring force thus causing for easy engine start For the
injection pump with the
FUEL SYSTEM Angleich mechanism requires releasing that
Pump Two types of fuel lift pumps are shown in both operate on the same princi
pal Earlier model engines use a lift pump with a element This element should be changed at intervals at every 250 hours Later model
engines use a smaller lift pump that does not require Electrical connections should be kept clean and tight
with either pump
The primary juelfilter 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 be changed at regular maintenance intervals
SMOKE SET 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
one plate for A Models two plates for B Models of exhaust smoke have their own cam mechanisms
These adjusting plates are
located on the opposite side of the control rack Necessary
turning of the plunger barrels required for injection control is attained
by turning the respective adjust
ing plates This adjustment is performed on a fuel shop flow
bench only ADJUSTING PLATE PLUNGER BARREL
AN GLEICH
SET PLATE
AN GLEICH
SET SPRING
ADJUSTING PLATES
3Cylinder Engine shown
ANGLEICH Delivery valve operation The delivery valves function is to
MECHANISM deliver fuel to the injection pipes after the fuel pressure has
been increased sufficiently and to prevent afterdrip from
the nozzles When the fuel pressure above a plunger has
decreased 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
STOP l
ANGLEICH EFFECT the Angleich Mechanism It is necessary when
starting the engine to set the injection pump in the MS condition by moving the throttle control lever fully DURING
AFTER
to the FULLOPEN position This requires the Angleich set INJECTION to be released
from its set position Usually the
Nozzle and nozzle holder Fuel from the fuel injection pump
Angleich set plate is released by pulling the throttle lever
flows through the passage in the body of each nozzle holder
until it is caught by its stopper when stopping the engine
and is injected from the nozzle into the combustion starting the engine the Angleich set plate is returned
Fuel overflowing from the nozzle enters the nozzle to the applied position during warmup running
and returns to the fuel tank through the banjo and attached
of the engine
return fuel line
BOLT
BOOY
SPRING
DISTANCE
RELEASING PIECE
ANGLEICH RETAINING NUT
MECHANISM INJECTOR
NOZZLE
Engines Generators
FUEL SYSTEM a Remove the delivery valve holder
b Take out the valve spring valve and Oring
Fuel Filter
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
needlenose pliers Then remove the tappet
The fuel lift pump requires little or no an early fuel lift pump and change the filter e Remove the spring and upper seat
Later model fuel lift pumps require no disassembly Fuel to f Remove the pinion
the pump must be filtered to 1025 microns Electrical con
nections 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 and 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 Angleich set spring and plate if equipped
before taking out the control rack
A CAUTION Do 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
VALVE SEAT
DELIVERY
Fuel Injection Pump PLUNGER U VALVE HOLDER
1 Remove the fuel injection pipes
2 Before removing the pump be sure to remove the pump
side cover and disconnect the tierod and spring from the
rack Then remove the bolts fastening the injection pump
and remove the pump assembly
3 Record the thickness and number of pump adjusting
1 ADJUSTING
shims to facilitate adjustment at the time of assembly PLATE
BANJO SPRING
4 When partly disassembling the fuel injection pump use BOLT
the following procedure DELIVERY VALVE
A CAUTION Do not attempt to disassemble the
PUMP HOUSING
fuel injection pump unless it is necessary Since the
adjustment of an injection pump requires a pump SMOKE SET
STOPPER
tester and technical disassembly reassembly and RETURN
SPRING
adjustment of a pump should not be performed if
such a tester and technician are not available
Before disassembly close the fuel inlet and outlet LOWER
SEAT
and clean the pumps outside surfaces
UPPERSEAT
Keep disassembled parts immersed in clean
TAPPET
kerosene and keep all parts neatly arranged in order
ANGLEICH SET PLATE
to avoid confusion AN GLEICH SET SPRING
UNGER
Engines Generators
FUEL SYSTEM Disconnect the return pipe from the nozzle holder upper
FUEL LIFT PUMP
nipple EARLY MODEL
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
SUCTION HEAO
APPROX 500 mm
following procedure
a 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
zle is hard to remove apply light taps to it with a 1 Delivery valve seat Check the contact surface of the
wooden block Be careful not to damage the nozzle delivery valve seat Replace if defective
needle valve 2 Plunger barrel Check the plunger for seizure damage
and rust Also check to see if the plunger slides smoothly
BANJO BOLT when inserted into the barrel If defective do not repair
it but be sure to replace as a set with a new one
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
00 SHIM and damage If defective replace
SPRING
Nozzle
PIN 1 Check the nozzle for incorrect contact and damage
Replace the nozzle as an assembly if defective
DISTANCE PIECE
2 Check the pressure spring for damage
NOULEHOLDER 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
ment replacement interval is 250 hours Replace the element Fuel Lift Pump
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 lift pump operates during the start sequence when out of position see is depressed Simulate a start and depress PRE
Put the filter in position and fit the magnet and gasket in the
HEAT The pump should produce a clicking sound indicating cover Using a 17 mm spanner fasten up to the stopper por
the 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 8 Insert the tappet taking care not to drop the shim Align
the holder Tighten the delivery holder to the pump hous the tappet guide hole with the dowel pin hole of the hous
ing Make certain that the aring has been properly ing and insert the tappet guide pin Install the lock plate
installed before inserting the tappet guide pin and bend the lock
GASKET plate after inserting the pin
VALVE SEAT
DELIVERY
PLUNGE VALVE HOLDER
1 ADJUSTING
INSTALLING TAPPET
3Cylinder shown
PLATE
BANJO SPRING
BOLT
LAWI
DELIVERY VALVE
PUMP HOUSING
9 Install the smoke set stopper return spring and washer
Then insert the split pin and split it On later engines
also install the Ering stopper
10 Install the Angleich set plate and spring when equipped
PINION 11 Torque the delivery holder to specification 289362 ftIb
UPPERSEAT 45 kgm
I RSPR
FUEL INJECTION PUMP
Installation and Adjusbnent of Fuel Injection Pump
1 When installing the pump assembly select and install the
adjusting shim After installing the pump fit the tierod
from the governor lever to the control rack then install the
tierod spring to the control rack Make sure that the end of
the tierod spring positioned at the governor lever side has
4 Install the control rack
the shorter straight wire of the two ends of the spring For
S Install the pinions with their deeproot teeth aligned with proper selection of shim thickness temporarily install a
the respective marks on the rack shim set having the same thickness as before removal and
when adjusting fuel injection timing replace the current
DEEP ROOTS shim set with one formed by a proper combination of four
kinds of shims 02 03 04 and 08 mm in thickness
NOTE Maintaining the same shim thickness for the injec
tion pump will place the pump in the same timing with the
engine as when previously removed
ASSEMaLiNG RACK AND 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
INSTALLING INJECTION PUMP
3Cylinder shown
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 Holder Assembly
toward the High Speed side by the speed control lever
see 1 Injection Start Pressure Test Using a nozzle tste 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 kglcm 2 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
INJECTION
SHIM THICKNESS
PRESSURE TEST
O1mm
I O2mm
O3mm
OSmm
INSTAUING TIEROO 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
tently the nozzle is considered good The nozzle hould
kerosene Do not wipe them with rags
spray fuel straight in its axial direction A nozzle IS defec
When tightening the retaining nut on the nozzle holder tive if it sprays fuel in a wrong direction or in several
body be Sure to tighten it to the specified torque separate strips Also a spray in the form of particles indi
Insufficient torquing will cause poor compression cates a defect These defects may sometimes be caused
Excessive torquing will prevent the nozzle needle from by clogging with dust therefore all parts should be care
moving freely 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 1
torque
A CAUTION When using a vice to tighten the 1
nut be sure to hold the body side the retaining
nut was held a deformed nozzle would result GOOD BAD BAD
CHATTERING TEST
Engines Generators
FUEL SYSTEM SERVICE
3 Afterdrip test An injection nozzle is considered defec
tive if it drips fuel accumulated oil 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
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 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 should be checked every 500 operating hours for
wear Should the pump fail it can be disassembled and over
hauled 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 PH 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 ifyou are going to reuse i 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 of Permatex 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
GASKET
COVER
PUMP HOUSING
RAW WATER PUMP
PN 33636
Engines Generators
RAW WATER PUMP SERVICE
RAW WATER PUMP PH 32610
PUMP disassembling the raw water pump for inspection an
impeller kit part 032620 should be purchased so the
impeller can be replaced with a new gasket at the time Although the impeller is a small part it plays an
important role in the proper operation of the the impeller at the time of the raw water can only improve the raw water pumps see the note below
1 Remove the four cover screws cover plate and the cover
plate gasket
2 Remove the rubber impeller and the wear plate
3 Remove the rubber Oring
4 Remove the cam screw and washer and the cam
Now the raw water pump is stripped far enough to the pump by rotating the pumps drive shaft If there
is excessive play or if it sounds rough or is frozen replace
the entire pump
Since rebuilding a damaged or worn pump from pieces would almost match the price of a new
pump we recommend that a new pump be purchased instead
of rebuilding one COVER
When reassembling the raw water pump with a new
impeller kit wipe a little petroleum jelly around the ensures that when the engine is started the impeller will
not run dry until raw water reaches the impeller as it draws
a prime
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
RING
RAW WATER PUMP
PN24143
Engines Generators
FRESH WATER COOLING The water temperature switch and the water fresh water cooling
circuit consists of a circulatory belt sender are both mounted in the thermostat housing The
driven water pump a thermostat and thermostat housing water temperature switch normally open in a exchanger engine manifold and all
associated hoses engine when activated will close and sound an alarm The
water temperature switch normally closed in a generator
drive engine when activated will opeh and interrupt DC
Voltage to the fuel run solenoid and shut the drive engine
IMPELLER down The water temperature sender is a variable resistor
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 Coownt Over a long period of engine scale will be deposited and rust
formation will occur in the
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
FRESH WATER PUMP Antirust and Antifreeze To protect the cooling system
against corrosion and freezing always use a known brand of
The water pump is a centrifugal impeller type and is antifreeze compatible with aluminum cooling system compo
mounted on the front upper part of the cylinder block The nents The use of an antifreeze mixture of 5050 is recom
pump shaft is supported on mended for yearround use Use antifreeze that is compatible
doublerow radial ball bearings with aluminum components and never mix different brands
of antifreeze Do not use plain water this can be detrimental
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 58F
Freezing temperature 10C 20C 40C 50C
COOLANT
TYPICAL
THERMOSTAT
ASSEMBLY
ThermosllJt A thermostat housing is located on the cylinder COOLANT RECOVERY TANK
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 filter 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
A CAUTION The wax pellettype thermostat remains
NOTE Generator models are equipped with belt guards closed if its heatsensing part is defective 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 Adjustment
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 9 to 12 mm deep when depressed at the middle
WATER PUMP ASSEMBLY point between the alternator and crankshaft pulleys After
adjustment securely tighten the support bolt and brace If any clearance is found between
the gear case and alternator
fitting part insert a suitable shim inside the support on the
Water Pump back of the alternator before tightening the bolts Reinstall
1 Check every part for cracks damage and water leaks belt
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 off
the water temperature and oil pressure gauges will continue
This control panel is equipped with a
to register their last readings before the electrical power was
KEY switch and RPM gauge with an ELAPSED TIME
turned off When the electrical power is restored both gauges
meter which measures the engines running time in hours and
will once again register true readings
in 110 hours The panel also includes a WATER TEMPER
ATURE gauge which indicates water temperature in degrees A separate alarm buzzer with harness is supplied with an
OIL PRESSURE gauge which measures the Admiral Panel The installer is responsible for oil pressure in pounds
per square inch and a DC connecting the buzzer to the fourpin connection on the
control circuit VOLTAGE gauge which measures the sys engines electrical harness The installer is also voltage
All gauges are illuminated when the key for installing the buzzer in a location where it will be dry and
switch is turned on and remain illuminated while the engine where it will be audible to the operator should it sound
while
is in operation The panel also contains two rubberbooted the engine is running The buzzer will sound when the one
for PREHEAT and one for START tion key is turned on and should silence when the engine has
started and the engines oil pressure rises above 5 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 OPERATING
TEMPERATURE IS 170190 F 77SS0C OIL RE RANGES BETWEEN 3060 PSI
RPM GAUGE REGIS
TERS MINUTE OF THE
ENGINE AND CAN FOR
ACCURACY FROM
THE REAR
KEY SWITCH PROVIDES
HOUR METER REGIS
POWER ONLY TO THE
TERS ELAPSED TIME
INSTRUMENT PANEL
AND SHOULD BE USED
CLUSTERt
AS A GUIDE FOR
DC VOLTMETER
INDICATES THE AMOUNT
THE BATTERY IS BEING
PREHEAT BUnON WHEN PRESSED ENERGIZES
CHARGED SHOULD
THE ALTERNATORS REGULATOR THE FUEL LIFT SHOW
13VTO 14V
PUMP AND THE ENGINES GLOW PLUGS IT BY AUTOMATIC AlARM SYSTEM
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 BUnON FRESH WATER COOLANT REACHE210 F 9SC THIS SWITCH
WILL CLOSE SOUNDING THE ALARM WHICH WILL EMIT A CON
TINUOUS SIGNAL
LOW OIL PRESSURE AlARM A LOW OIL PRESSURE ALARM
START BUnON WHEN PRESSED ENERGIZES SWITCH IS LOCATED OFF THE ENGINES OIL GALLERY THIS
THE STARTERS SOLENOID WHICH CRANKS THE
I SWITCH MONITORS THE ENGINES OIL PRESSURE SHOULD THE
ENGINE THIS BUTTON WILL NOT OPERATE
I ENGINES OIL PRESSURE FALL TO 5 10 PSI THE SWITCH UNLESS THE PREHEAT BUTTON
CLOSE SOUNDING THE ALARM IN THIS EVENT THE ALARM WILL
IS PRESSED AND HELD AT THE SAME TIME EMIT A PULSATING SIGNAL
Engines Generators
S8
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 illuminated 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 alarm buzzer for low
ALARM THE ALARM WILL SOUND IF THE ENGINES OIL PRESSURE
FALLS BELOW 15 PSI IN THIS EVENT THE ALARM WILL EMIT A
PULSATING SIGNAL THE ALARM WILL ALSO SOUNO 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 WILL EMIT A CONTINUOUS FOR ACCURACY FROM
THE REAR OF NOTE THE ALARM WILL 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
TEST BUTTON WHEN
PRESSED TESTS THE
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
PREHEAT BUTTON WHEN PRESSED ENERGIZES
START BUTTON WHEN PRESSED ENERGIZES THE ALTERNATORS REGULATOR THE FUEL LIFT
THE STARTERS SOLENOID WHICH CRANKS THE PUMP AND THE ENGINES GLOW PLUGS IT BY
ENGINE IT WILL NOT OPERATE ELECTRICALLY PASSES THE ENGINES PROTECTIVE OIL PRES
UNLESS THE PREHEAT BUTTON IS PRESSED AND SURE ALARM SWITCH IN ADDITION THIS
HELD AT THE SAME TIME BUTTON ENERGIZES THE START BUTTON
Engines Generators
CONTROL PANEL Tachometer Inaccurate
The 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 30003600 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 COARSE
Hounneter Inoperative AOJUSTMENT
Check for the proper DC voltage between and
terminals TERMINAL
1 Voltage present meter is defective repair or replace
lDAfIl TERMINAL
2 Voltage not present trace and electrical con
nections for fault Jump 12 volts DC to meter INPUT
terminal to verify the operation AC VOLTAGE
CURRENT TACHOPttETER
Tachometer Inoperative
Check for the proper AC voltage between tachometer input
terminal 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 for 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 MOOEL TACHOMETER
Engines Gerators
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 top rear of the engine near the PREHEAT solenoid
PROBLEM PROBABLE CAUSE PREHEAT depressed no panel indications 1
Battery switch or power not on 1 Check switch andor battery connections
fuel solenoid electric fuel pump and
preheat solenoid not energized 2 20 amp circuit breaker tripped 2 Reset breaker 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 PN 2304 for plunger and throttle arm
functioning
2 Manually check movement of the fuel run solenoid
plunger and throttle arm
NO IGNITION 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 Full lift pump faulty
ENGINE STOPS 1 Switch and wiring 1 Inspect all wiring for loose connections and
short
circuits
NOT CHARGING BATTERY 1 Alternator drive 1 Check the drive belt and its tension Be sure
alternator turns freely Check for loose connections
Check the output with a voltmeter Ensure 12V are
present at the regulator terminal
BATTERY 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 Alte rnato r 4 Disconnect alternator at output after a good battery
charging If leakage 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 terminals 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 terminal 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 will 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
will 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 will 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 will operate electrically when the preheat circuit is to preheat turn 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 the oil pressure switch in The latest information regarding your engines alarm 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
EARLY PROPULSION ENGINE MODELS LATER PROPULSION ENGINE MODELS
INTRUMENT PANEL ASSEMBLY INSTRUENT PANEL ASSEMBLY RfAR VIIW
o OP G WT G
REAR VICW
Wri 0 CD I
I I
I HOUII
tTDt
REHt
lit 10
W TO
Engines Generators
CONTROL PANEL EARLY MODELS
WMD GENERATOR MODELS
r
INTRU ENT PANL A5BLY vw 1
OPe TG f2 r 1
frl 1
OOI I I 1 I
I J Tl
1 I
I 1
I I
HTIO
1 r
I I
RCOT CONTROL PANL
Engines Generators
ADJUSTMENT AND REPAIR
The starter can be roughly divided into the following sections If any abnormality is found by the following tests the starter
A motor section which generates a drive power should be disassembled and repaired
An overrunning clutch section which transmits an arma Pinion Gap Inspection
ture torque preventing motor overrun after starting
1 Connect a battery 12V between the starter terminal S
A switch section solenoid which is operated when and the starter body and the pinion drive should rotate
actuating the overrunning clutch through a lever and out and stop
which supplies load current to the motor
The starter is a new type small lightweight and is called a
highspeed starter Its differences in con A CAUTION Never apply battery voltage for from conventional starters are as follows
10 seconds In conventional starters the pinion slides on the motor 2 Lightly push the pinion back and measure the return
shaft armature shaft In the new type of starter the pin stroke called pinion gap
ion shaft is separate from the motor shaft the pinion
slides only on the pinion shaft 3 If the pinion gap is not within the standard range 05 to
20 mm adjust it by increasing or decJeasing the number
A reduction gear is installed between the motor shaft and of shims on the solenoid The gap is decreased as the
the pinion shaft number of shims increases
The pinion sliding part is not exposed outside the starter
so that the pinion may slide smoothly without becoming
fouled with dust and grease
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
SOLENOIO
NoLoad Test
1 Connect the ammeter voltmeter and battery to the starter
see 2 When the switch is closed the pinion must protrude and
the starter must run smoothly at 3000 rpm or more If
the current or starter speed is out of disas
semble the starter and repair it
t CLUTCH
REAR
I FRONT BRACKET
BATTERY
BRACKET CENTER
ARMATURE BRACKET
STARTER
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 When
detecting starter rotation at the pinion tip be care
ful not to come in contact with the pinion gear when
it protrudes
STARTER WIRING
Engines Generators
3 Holding test With a battery connected to the solenoid
terminal s and to the starter body manually pull out
Perform the following tests If any test result is not satisfac the pinion fully The pinion must remainat 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
HOLOING TEST RETURN TEST
4 Return test With a battery connected to the solenoid ter
minal 1 and to the starter body manually pull out the
ATTRACTION TEST pinion fully 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
S 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 ach 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 armature out
5 Remove tije 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 BRUSHES
adjustment will come off
BRUSH HOLDER
ASSEMBLY LLJ
i c
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
CONTINUITY 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 a growler tester If its short cir NEW USED
cuited replace the armature Also check for insulation
2 Check the brush spring tension A weak or defective
between the communicator and its shaft If poorly insu
spring will cause excessive brush wear replace the
lated replace the armature
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 00 1260 in 320 mm
Commutator 00 service limit 1230 in 312 mm
unudercut 0030 n 196 omO
ms 038
ndercut service Imit 1 In mm
1
COMMUTATOR 00 WESTERBEICE
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
8 Armature shaft gear and reduction gear
b All bearings
c Bearing shaft washers and snap rings
d Bearing ADJUSTMENT AND REASSEMBLY e Pinion
f Sliding portion of lever
A CAUTION Before instaling thoroughly clean the
starter flange and mounting surfaces remove all oil
old paint and rust Starter performance largely A CAUTION Never smear the starter fitting sur
depends on the quality of the wiring Use wire of suffi face tenninals brushes Dr commutator with
cient size and grade between the battery and starter grease
and fully tighten to the tenninal
3 After reassembly check by conducting a noload test
the starter assembly in the reverse order of making sure of the following
1 Pinion shaft end play adjustment Set the en play
thrust gap to between 05 to 2 mm by inserting an
adjusting washer between the center bracket and the
reduction gear
8 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 SYSTEM
DESCRIPTION NOTE An isolator with a diode a solenoid or a battery
selector switch is usually mounted in the circuit to isolate the
The DC Circuit functions to start operate and stop the batteries so the starting battery is not discharged along with
engine The circuit is best understood by reviewing the DC the house batteries If the isolator is charging the starting
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 the battery charging circuit
circuits prehea start and run or stop
Engine 12Volt Control Circuit A WARNING Shut off the engine battery switch or dis
The engine has a 12 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 system
or when servicing the DC electrical system
on the engine
Checking for Proper Voltage
If you suspect the alternator has failed perform the following
A CAUTION To avoid damage to the battery charg tests with the engine off
ing circuit never shut off 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 condi
CHARGING SYSTEM tion it should read 12 to 125 volts
The charging system consists of an alternator a voltage 4 Check the voltage between the alternator positive
regulator 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 alternator
ALTERNATOR A CAUTION To avoid damage to the battery charg
If you suspect that the alternator is not producing enough ing circuit never shut off the engine battery switch
voltage to charge the engines battery check the following when the engine is running
A WARNING A failed alternator can become very
hot Do not touch until the alternator has cooled down A WARNING Before starting the engine make cer
tain that everyone is clear of 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
14 BLACK
reliable service shop
NOTE Before removing the alternator for repair use your
voltmeter to ensure that 12 volts DC excitation is present
14 PURPLE at the EXC terminal if the previous test showed only bat
tery voltage at the B output MANDO
51 AMP Engines Generators
DC ELECTRICAL the and then estab
lish a systematic maintenance schedule for your engines
A WARNING These glow plugs will become very hot
to the touch Be careful not to burn 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 burns on skin and damage clothing Wear
protective gear
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 PLUG
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 tenninal of the battery
from terminal B of the alternator If this is done diode
failure will result
With altemators having Ie regulators absolutely avoid
a short circuit between tenninals Band L This would
allow current to flow in the diode trio and damage it
Do not start the engine with the lead disconnected from MITSUBISHI
50 AMP ALTERNATOR
MANOO
51 AMP ALTERNATOR
terminal B 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 failed altemator can become very
hot Do not touch until the altemator has cooled down
PULLEY
REAR Testing The Charging
SHAFT If you suspect the alternator has failed perform the following
tests
1 Using a voltmeter connect the voltmeter red wire clip to
FRONT the output terminal B
BEARING
2 Connect the other voltmeter wire to any ground on the
engine
3 Start the engine and record the voltmeters readings
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 screwdriver is inserted too deep the stator
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 12 volts DC
excitation is present at 3 Unsolder the rectifier from the stator coil lead wires and
the R EXC terminal if the previous test 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
150C 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 terminal 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
S Tum on 12 volt accessories equaling the amperage output
PLATE B 7
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 8
ASSEMBLY BRUSH HOLDER
Output Current 1300 rpm 2500 rpm 5000 rpm PLATE L
Hot 16 amp 41 amp 48 amp
STATOR
Cold 24 amp 50 amp
NOTE rpm is that of the alternator The pulley ratio
alternator vs crank pulley is 1 78 to 1 all readings are
at 135 volts
REAR
OUTPUT TEST SETUP
Mter removing the three assembly insert a
screwdriver between the front bracket and stator While SPACER ROTOR
prying i remove the front bracket and rotor
Engines Generators
SERVICE
An alternate method for removing the stator winding brush regukaor unit and the Ie diode rectifier assmbly
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 flatbladed screwdriver 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 coil lead joint terminal and between 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 brushholder
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 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 continuity 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
SERVICE
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 confirm that the brush
moves smoothly in the brush holder
Standard Replacement
Value Required at
Brush Length mm 18 8
Brush Spring Farce g 37060 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 33 mm 322 mm
Check resistance between the slip rings The resistance must Runaut 003 mm or less 02mm
conform to the specified value
Resistance Value 387Q 10 The slip ring must be smooth 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 IC regulator During alternator operation field cur
rent is controlled automatically by the IC regulator
1 Connect an ammeter approx 60A rating between the
battery positive terminal and its cable
2 Connect a voltmeter between he generator terminal L
Check fr 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 will 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 alternator 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 If the ammeter is not shortcir
cuited a large starting current will bum out the
ammeter coil 1 Install the alternator support bolt through the alternator
leg underside into the engine casting
2 Swing the alternator into position on the adjusting
5 Increase the engine spled to between 2000 and 3000 rpm
bracket and fasten Lightly tighten
and read the ammeter
6 If the ammeter reading does not exceed 5A read the 3 Adjust belt tension
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 20 24 Nm 15 18 ftIbs
the battery until the ammeter reading drops to 5A or Adjusting bracket bolt 12 14 Nm 9 10 ftIbs
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 IC REGULATOR VOLTAGE
Engines Generators
uses a variety of marine transmissions made
by wellknown marine manufacturers such as HURTH 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
Itv
iWJj
Iooi
Engines Generators
DC ELECTRICAL SYSTEM
ENGINE WIRING DIAGRAM 24666
Sf NOTE KEY SWITCH
WTtR TPT
wTSNOER R
SWITCH OIL PItSURe
ITCH ALTERNATOR
b t
ALARM
fUEL SOL I
PREHEAT SOL
SEtNOTe
OPSENOER aLII
NOT USCD R

SERIES I ALTERNATOR
t2VOLT OAMP
34 594 AlJcRNArO I2V 501t I
33 7 I PANEl JESS rfoSnUMcNTS I
JZ eeo PANtt COMPLEre
KEY SWITCH
ALAtM
4 011 PReSS SiN NC I
27 I
WAre12 r5MPr Sw NO
PIiiL LIFT PUMP I
JIS I AMM opnONL I
25 20G54 SPlirrEIZ OPIOVA
24 1452 GLOW PtUGS W30fW6 4AJ
123 11530 GOW PLUGS W40 1
2 2 NEUTRA SAF4 sw PAeAfCII 1
21 23433 NErA sAETY WlJRNEe I
20 i4628 PANE iESS INSrRGlHENrs I
If e 660 PANeL COMPLEre 1
8 11532 SuPPRESSIO tr Atr I
17 2959
e Z4G84
TACH Klr A7ERNAoli
ALrERNAIo1f Sf A
15 23571 SENOE WAre 7IP I
14 24338
2 32
SONOID ueL
SENDEJ OIL PRe sCle
II 24a8 PREHeAT4 4
11 243f SOLNOIO pleHAr
to 24683 CIlCIT lREAK6e 20AHI I
IG2 SrArR IwfAeNe GNCINI I
8 30032 HAINeSS tN6INS I
30148
19 G
HARNeSS PIINEI
KEY SWITCH I
VOLrMErEI2
c4 I
SWITCH PItHeAT
OIL GAUGE
wlree rsJIp GAUGE
TACHOMETSR
ITEM PART NO DESCRI PTION OTY ASS TfN
Engines Generators
DC ELECTRICAL SYSTEM
ENGINE WIRING SCHEMATIC 24666
KEY SWITCH
12vDC tRY BAnERY RtTURN
PRtHEAT
FUEL LIFT PUMP
ALARM eI OP SW
I Jr
WTSW
NOrcS ON AN ONOFF sWITCIi MUSr as J iAll N I 141 TO DtSoNNllcr
rHE srAr6 CIACUlr FOiIA rHE SATTERY AN WHEN
letllN rHe SoAT J2vqLr DIESel ElltIWG SrAllrERS TYPICALLY DeAW
200 To 300 AMPS WHEN CRAHIfN rNE Du TTOItI OF NDWDUAL CAKINQ
CCLES SJIOuLD NOr EXCED 30 SECONDS A SWI1C WITH CDNl1NUOUS
eATNt OF I7SAMPS Ar 12vDC WILL NOH SEevE mGS aur SuCH A SWITCH MtlSr NV1A12 tfJE USD ro MAKE H THE srAree OTHeR Nores
WARNING SENDel CONNECTION
CONrAcr wml B MAY DAMAGE SENDER
ALI IErUIHS ARE THROUGH ENGINE eLOC
FOIt WIIG OF AUILLAIiY SEE THE FOLLOWING DIAGRAHS
HoroeoLA B AM 1232
MOTOROlA IZO AMP I 1123 1
LEECE NEVlIIE 53 AMP 535
lOS AMP lGt14
IF AODrtOIVAI PReSSURE SWITCHES Ae tREiiD TO srAeT
eOAr ACCESSOie A JLEXISLI HOSE Musr BE RUN FloM
THE OIL PIESSIJiiS MANIFOLD To A NE41 eUlJHEAD AND
ALi PIESSURE WIFCHES MOiNTED AT TIle BUlIIHEAI
APPLY illASTle O n6HT WOUND ElECTHCAL
TAPE AOLlN CONHECrOliS CONNECTED
CAunON
TfIIS PR0I IS PROTECTED BY II MAWUAL RESET
cUlr alieAJte tocrD NEAP 71 SroRTE AND AS CIOsE
TO THE SotNeE of CueENr AS PosSIBLE
EXCESSIVE CUICENr DIAH ANYWllees IN TN INS7RUMENr PANEL
WigNt PC FHIie WJ4 AlliE THE SIIEAIIEg ro nIP IN THis VINr
MQsr tliiIS MQDGlS WilL SHlIr DOW BGCAUSE THtr OPENED
Ie A R Elii EL SIJPPL HERE DE fIe
OWNER MUST SE SUIiE THAr 71 lNSrlUMENT PANEL
WIIG AND ENaIN AIE INJrALLeb TO peEVENr CON1i4cr
BETWEEN ELgCrlflCAL DeVICeS AND SALT ITII4S 4 G 9 f 20 WERE USED WtTI PeEVOUS Engines
Generators
DC ELECTRICAL SYSTEM
ENGINE WIRING DIAGRAM 33685
KEY SWITCH TWO
Ol p
fUEL
ruel Lin ru t
PREHEAT SOL
saNOTt
oPSENDER i USED
SERIES I ALTERNATOR
12OLT OAMP
a sw fir SCfAC2
5 VI
24lJ F IFL PIMP
r u
D A Oti
74iff WS8 4
UI 20AHA
Vi
IS 1 GAuGIS
w fiip G AUGS
ITE IPARTNo PTiN IQ I
Engines Generators
DC ELECTRICAL SYSTEM
ENGINE WIRING SCHEMATIC 33685
KEY SWITCH TWO 12 VDC BATTERY BATTERY RETURN
TARTER
PREHEAi PREHEATER
NoreS ON AN ONOF SWITCH MtJsr eE IWALItP IN nilS IINE TO DSCONNEcr
nuz srAreR CIIClIlr FIOM rHE BATTERY Iff AN IiMEiGENCr
ALTERNATOR lEAVING ruE BOAT I2VOLT DIESeL ENCIIVE srAIiIiS TYPICALlY OtAVI
zoo To 300AMP WilEN CAKIN nlE DuRiOAl OF INDIVlDUAL CFiANKNC
CYCLES SNOULI NOT EXCEED o SECONDS A SWlrCIl WITH CONTlNGlOUS
eATING OF 175 AMIS AT 2 VDC WILL SEVG TiltS BUT SUCH A SWlrcH MUsr NEVGI2
BE cJSeD ro MAKe 7HE STASree CIRCUli
OTHER NoreS
WARNING SeNOR CONNECTToN
CONrAcr WITH 8 MAY AMAE sENP
PREHEAT
ALL ErURNS AIE rHROUGH eNGINe 3LOG
FOR WIRING OF AuxILLAY SCE rHI FOLLOWING DIAGRAMS
I MOTOOLA es MP t 1232
START SWI MoTOROLA 120 AMP I 1123 I
LE6CE NEVIUS 53 AMP IG53S
LEECeNEVILLE lOS AMP lGt4
I IF ADDITIONAL PRESRE SWtrcHttS ARe eD TO srA2r
I
BOAr ACCESSOF A JEXBLe HOSE Musr BE RUN FROM
nlE OIL PSSSUIE MANrOLl 70 A NEAIY BUIKHGAD AND
Ll PRESSRE SWITCHES MQlINTcD AT TIle BGlll4ffeAO
1 oT
rUEL LIFT PU P
ALARM
APPLY SILAsrlC OR riGHT WOllND lEcrRICAL
rAPe AROUND CONNCrORS CONNECrED
CAunON
nils PROlC IS ptOTeCrID BY A AMIAI RESEr
lfcUlr EREAK toCrD NEAR 7714 srARTER AND AS CIOSE
TO rHI SCl OF CURReNr A1 POSSleLc
WTSW EXCESSIVe CUReErlr DIAII AWYWHeRE IN rH NSrRVMGNr PArlE
WIRING OR Erfirle WU CAUSE rHE 8IEAKJ To TlIP IN THIS EvcNT
MosT ENGINe MODElS WIll SHUT DOWN aGCAUSG THS OpeNED
R A JISCONNecrs ttl L SUPPI HEREFOle 7JI
6UfUcL OWNeR Musr se SURe TlAr THG lNsrRUMENr PANEL J
WIPING AND ENN AilE ro PIVENr CONrAci
BETweeN ELECilCAl DeVICe AND SALT WArEIZ
Engines Generators
DC ELECTRICAL SYSTEM
ENGINE WIRING DIAGRAM 36844
ADMIRAL PANEL
19 ORED
WATER
GLOWPLIJGS TEMP
234OR6 SWITCH
DEPENDI KG OK
NUMBER OF 0
18 17
CYliNDERS
16 14 LT BlUE
PREHEAT
SOLENOID
2
1 USED ON SOME MODELS
FUEL I
RE
USED ON SOME MODELS
GROUND TO
ENGINE
BLOCK
fUSED ON SOME HOCELSI
z z
e
2 2
14 LT BLUE
I ALTERNATOR
51 A
USED ON SOME tOOElS
I MALE CONNECTOR ON
17 lTBIUE
I flI4rJ
THIS SlOE
WH ECTORON I
I
B
1481
VOLTMETER
L 0
BLK
ADMIRAL
PANEL
Engines Generators
DC ELECTRICAL SYSTEM
ENGINE WIRING SCHEMATIC 36844
12 VDC ADMIRAL PANEL
START STARTER
GLOvlPLUGS
PREHEAT SOL
C8 C8
lOA lOA
UFT PUMP
I I FUEL SOL
NEUTRAL
L F
SI Op O P SNDR
vIT SNDR
WT SW
51 SI SI SI S2 S2 52 51 SI SI
PI PI PI PI P2 PI PI PI
TACH
VOLTS
START
PREHEAT SvI
NOTES
I 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 PANEL
WIRING AND ENGINE ARE INSTALLED TO PREVENT CONTACT BETWEEN ELECTRICAL DEVICES
AND SALTWATER
2 AN ONOFF SWITCH SHOULD BE 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 BE USED TO MAKE OR BREAK THE CIRCUIT
3 GRAY WIRE AT PLUG 2 IS UNUSED AND SHOULD BE Engines Generators
DC ELECTRICAL SYSTEM
ENGINE WIRING DIAGRAM 36467
CAPTAIN PANEL
WATER
TEMP
GLOWPLUGS
Z34OR 6 SWITCH
I
DEPENDING ON OPTIONAL
1
NUMBER OF
CYLINDERS
WITH INST
PANEL
Ie 14 LT BLUE 1
PREHEAT
SOLENOID
14 LT BLUE 1
OIL I
PRESSURE 1
SWITCH I
1
SEME MODEs 1
Ii FUEL SOLENOID
rt OIL
I USED ON SOME
i
PRESSURE
l
SENDER
OPTIONAL WITH
GROUND TO INSTRUMENT
ENGINE PANEL
BLOCK
LIFT
PUMP
fuSED OM SOME MODELSI
z
w i5 0
SI 52
pfo 1BJ
I IJ
z
Ii S
P 2
i 0
USED ON SOME MODELS
iO14LT BUJE MOLD
TO ENG BLOCk I
SoItN S ORN
r f 1 IUE 2valal
I LAIM
FUEL SOLENOID WIRING
Ie 0
W20B TWO I ri ALT
LAMP
I START IBlk Dz
TEST SWITCH 5
I 14etU
i fl AP 1411Jc
0 01
I
4BLK n
CAPTAIN
PANEL
PREHEAT
LAMP
TACHOMETER
KEYSWITCH t4BLUE
I SWITCH
8 ILK
I 18 aLK
I 189 Ie
I OLk
Engines Generators
DC ELECTRICAL SYSTEM
ENGINE WIRING SCHEMATIC 36467
CAPTAIN PANEL
IZVOC
I FUEL SOlENOIO
I OPsNOP
IJ NTRl OPSW
511
IITsNOR
iT SW
PI PI Pl PI
51 51 SZ
TACH
05 T6 01
LAMP
f TEST
slIlTCH
OZ T4
PREHEAT SIIITCH
I TURN KEY TO ON POSITION THE ALARM WILL SOUND OIL PRESSURE AND
BATTERY CHARGE INDICATORS WILL LIGHT
2PUSH PREHEAT SWITCH FOR IS TO 60 SECONDS AS REQUIRED ALARM WILL STOP
3WHI LE CONTINUING TO PUSH PREHEAT SWITCH PUSH THE START SWITCH ALSO
WHEN THE ENGINE STARTS RELEASE THE START SWITCH ONLY
4WHEN THE OIL PRESSURE INDICATOR LAMP GOES OUT RELEASE THE
PREHEAT 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
PANELWIRING AND ENGINE ARE INSTALLED TO PREVENT CONTACT BETWEEN ELECTRICAL
DEVICES AND SALTWATER
2 AN ONOFF SW ITCH SHOULD BE I NSTALLED BETWEEN THE BATTERY AN D STARTER TO
DISCONNECT THE BATTERY IN AN EMERGENCY AND WHEN LEAVING THE SOAT A SWITCH
WITH A CONTINUOUS RATING OF 175 AMPS AT 12VDC WILL SERVE THIS FUNCTION THIS
SWITCH SHOULD NOT BE USED TO MAKE OR BREAK THE CIRCUIT
3 PINK WIRE AT PLUG Z IS UNUSED AND SH OULD BE Engines Generators
DC ELECTRICAL SYSTEM
ENGINE WIRING DIAGRAM 39144
This diagram illustrates the ADMIRAL CAPTAIN PANELS
12 VDC negative circuit Two panels are also
GR
shown the Captains Panel
and the Admirals Panel
IIIK
C II ON
MODELS
SEE NOT 2
1 J
12 VDC
llllBl
NOTE
AN ONOFF SWITCH
SHOULD BE IN
STALLED BETWEEN
THE BATTERY AND
STARTER TO DIS
ALARM
euzzElt
ADMIRAL
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 VDC
W1LL SERVE THIS
FUNCTION THIS
SWITCH SHOULD
NOT BE USED TO
MAKE OR BREAK
THE CIRCUIT
110 Ito
CAPTAIN
PANEL
r l
IIII
l
I III
Engines Generators
DC ELECTRICAL SYSTEM
ENGINE WIRING SCHEMATIC 39144
12 VDC STAIIT
ADMIRAL CAPTAIN PANELS
SOL STUTn
I M I
ALTEIUIATOII I
LIFT PUMP
rUEL
WIIU U
9 HM I
FUEL
sENDER
I I
2B ADMIRAL
TACHOMETER
PANEL
NOTES
I THIS PRODUCT IS PROTECTED BY A MANUAL RESET CIRCUIT BREAKER LOCATED NEAR THE
STARTER EXCESSIVE CURRENT WILL CAUSE THE BREAKER TO TRIP AND THE ENGINE WILL
SHUT DON THE BUILDERONER MUST BE SURE THAT THE INSTRUMENT PANEL WIRING AND
ENGIHE AU INSTALLED TO PREVENT CONTACT BETWEEN ELECTRICAL DEVICES AND SE ATER
2 AN ONOFF SITCH SHOULD BE INSTALLED BETEEN THE BATTERY AND STARTER TO
DISCONNECT THE BATTERY IN AN EMERGENCY AND HEN LEAVING THE BOAT A SITCH
WITH A CONTINUOUS RATIN6 Of 175 AMPS AT 12 VDC WILL SERVE THIS fUNCTION THIS
0 SWITCH SHOULD NOT BE USED TO MAKE OR BREAK THE CIRCUIT
3 THE PINK IRE AT PLUG IS UNUSED AND SHOULD BE INSULATED CAPTAIN PANEL ONLY
THE GRAY IRE AT PLUG 2 IS UNUSED AND SHOULD BE INSULATED ADMIRAL PANEL ONLY
CAPTAIN
PANEL
II LT BLU
PINK
51 AMP ALTERNATOR
STANDARD ALTERNATOR ON THE
PRESTOLITE 72 AMP AIT
il IlI 82B IlIt
114 BRN
I GRA
I I PINK
I LT BL
UNIVERSAL PROPULSION
PRESTOLITE 51 AMP ALT
OPTIONAL ALTERNATORS
AVAllAIIlC O INC J5 pas a ONLY
Engines Generators
STANDARD HARDWARE
BOLT HEAD MARKINGS
Metric bolt class numbers identify bolts by their strength with 109 the
1 Use the torque values listed below when specific torque values are not available
2 These torques are based on clean dry threads Reduce torque by 10 when engine oil is used
3 Reduce torques by 30 or more when threading capscrews into aluminum
STANDARD BOLT NUT TORQUE METRIC BOLT NUT TORQUE SAE Grade 5 SAE Grade 67
SAE Grade 8
Capsrew Body Size Torque Torque Torque Boll Grade 46 Grade 48 Grade 88 98 Grade
Inches Thread FHbNm FILb Nm FILb Nm Dia Wrench Size FILb Nm FHbNm FILb Nm FILb Nm
14 20 8 11 10 14 12 16
28 10 14 14 19 M3 55mm 03 05 05 07 1 13 15 2
M4 7mm 08 11 1 15 2 3 3 45
5116 18 17 23 19 26 24 33 M5 8mm 15 25 2 3 45 6 65 9
24 19 26 27 37
38 16 31 42 34 46 44 60 M8 10mm 3 4 4 55 75 10 11 15
24 35 47 49 66 M9 13mm 7 95 10 13 18 25 35 26
716 14 49 66 55 75 70 95 M10 16mm 14 19 18 2pl 37 50 55 75
20 55 75 78 106
12 13 75 102 85 115 105 142 M12 18mm 26 35 33 45 63 85 97 130
20 85 115 120 163 M14 21 mm 37 50 55 75 103 140 151 205
M16 24mm 59 80 85 115 159 215 232 315
9116 12 110 149 120 163 155 210
18 120 163 170 231
M18 27mm 81 110 118 160 225 305 321 435
518 11 150 203 167 226 210 285 M20 30mm 118160 166 225 321 435 457 620
18 170 231 240 325 M22 33mm 159 215 225 305 435 590 620 840
34 10 270 366 280 380 375 508
16 295 400 420 569 M24 36mm 203 275 288 390 553 750 789 1070
M27 41 mm 295 400 417 565 811 1100 1154 1565
78 9 395 536 440 597 605 820 M30 46mm 402 545 568 770 1103 1495 1571 2130
14 435 590 675 915
1 8 590 800 660 895 910 1234 M33 51 mm 546 740 774 1050 1500 2035 2139 2900
14 660 895 990 1342 M36 55mm 700 950 992 1345 1925 2610 2744 3720
SEALANTS Use LIQUID TEFLON for sealing pipe plugs and fillings that connect coolant
passages o not use tape sealants
Oil based PERMATEX 2 and its HIGH TACK equivalent are excellent all
purpose sealers They are effective in just about any joint in contact with BOLTS raw water oil Or fuel
Lightly oil head bolts and other fasteners as you assemble them Bolts and
A light coating of OIL or LIQUID TEFLON can be used on rubber gaskets plugs that penetrate the water jacket should be sealed with PERMATEX 2
and Orings HIGH TACK
LOCTITE hydraulic red sealant should be used on oil adapter hoses and the oil When assembling the flywheel coat the bolt threads with LOCTITE blue
filter assembly
Antiseize compounds and thread locking adhesives such as LOCTITE protect
Coat both surfaces of the oil pan gasket with high temp RED SILICONE sealer threaded components yet allows them to came apart when installing
gaskets that seal around water coolant passages coat both LOCTITE offers levels of locking according to the job
sides with WHITE SILICONE grease LITHIUM based grease is waterproof ideal for water pump bearings and
ADHESIVE SPRAYS are useful for holding gaskets in position dur ing boxes
ing assembly
Heavily oil all sliding and reciprocating components when assembling gasket sealers such as HYLOMAR work well in applications requir use clean
engine all
ing nonhardening properties HYLQMAR is particlarly effective on
copper cylinderhead gaskets as it resists fuel oil and water
I Engines Gentrators
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 1 CENTIMETER 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 01778 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 FREQUENCY 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
others Splitphase AC motors require more current to start
o When the generator is run at 1800 rpm the AC voltage
output frequency is 60 hertz
under similar than other types They are com
monly used on easystarting loads such as washing o 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
driven by a small generator Capacitor and GENERATOR motors require from 2 to 4 times as much current to start o Maintaining
reasonable cleanliness is important
as to run The current required to start any motor varies with Connections of terminal boards and rectifiers may
the load connected to it An electric motor connected to an become corroded and insulation surfaces may start
air compressor 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 115volt motors con may cause excessive heating and reduced life of wind
nected to medium starting loads will be approximately as o 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 92322
o 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 o The drive discs on single bearing generators should be
1 130 2652 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 of current needed for is required for only an instant the generator will not o 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 o 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 or major components will rub and cause major described in this manual are
approximately as to the run first with noload applied then at half the o Examine the control box at periodic
intervals to capacity and finally loaded to its full capacity as cracks from engine and generator vibration If cracks in
indicated 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
servicing the WMD BT and BC generators is furnished in
the following 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
ture be sure to properly align the antislip groove in the bear
WMD GENERATOR 347 amp at 115 VAC
ing with the hole in the housing and install a new lock pin
WMD44 115 VAC
WMD 60 115 or 1151230 VAC 257 amp at 230 VAC The fan on the back end plays an important part in moving
WMD77 115 or 1151230 VAC 335 amp at 230 VAC
WMD BO 115 or 1151230VAC 340 amp at 230 VAC air through the generator for cooling In installations where
Frequency 60 Hz Standard 50 Hz available at reduced rating surrounding air is limited outside air should be ducted to the
RPM 180060 Hz 15050 Hz area of the screened endbell inlet to provide this needed air
VOLTAGE Normal 115 VAC 230VAC
Maximum no load 132 VAC 264 VAC
for cooling and combustion as well
Minimum full load 108 VAC 216 VAC The security of the generator fan hold down nut should be
Excitation Voltage 115 VAC output voltage supplied to rectifier
Field Excitation Voltage 190 VDC approximate checked at installation at the initial 50hour
servicing of the generator unit and periodically 200300 hours The cooling
fan securing nut should be tight
enough so that when force is applied to rotate the fan by
1 Lift and support the back end of the engine so that the pushing on the outer edge and blades with the palm of your
generator is not resting on its isolators hand protect the hand with a cloth or a glove you should
2 Remove the generator endbell cover This exposes the fan be able to tum the generator and engine without the fan slip
and brush rig assembly Remove the fan assembly with ping on the shaft If properly torqued and the fan still slips
its hardware replace the Remove the brush rig assembly This can be done in two
Recirculation of generator cooling air through the generator
half assemblies Unbolt the two halfmoon assemblies must be avoided The generator compartment ventilation
from the frame attachment and lift the two halves away must be sufficient to prevent generator air from the slip rings
Mark the polarity of the two leads on Insure that the screened endbell inlet and the screened dis
the bridge rectifier that go to the field coils and unplug charge slots at the flywheel are not obstructed preventing
these from the bridge rectifier The two halfmoon brush good air circulation through the generator while it is running
assemblies can be removed from the generator by remov
ing the heavy output leads GI G2 G3 and G4 from their
attachment point on each brush holder Make a rough OUTSIDE
QFAN
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 IE
not totally disassemble as this is not needed NUT FLAT WASHER 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 bellhousing 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 terminal 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 inboard at the windings 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 12 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 anq
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 rectifier arid nega
tive to the unmarked terminal of the rectifier for approxi
mately 10 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 rectifier as this 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 approximate
If the residual voltage checks 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
5 VOLTS AC 25 VOLTS AC 25 VOLTS AC
INTERNAL WIRING DIAGRAM
BASIC 4 WIRE
612 Volt
DC Battery
HOT NEUTRAL HOT NEUTRAL HOT
2 WIRE UNIT 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 Annature
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
the stationary field coils
ROTATING ARMATURE RESISTANCE VALUES
WMD 44 2WIRE 1 OHM OR LESS SLIP RING TO SLIP RING
WMD 44 3WIRE 1 OHM OR LESS BETWEEN SLIP RINGS 1 3
WMD 60 77 80 1 OHM OR LESS BETWEEN SLIP RINGS 1 3 AND 2 4
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 II
f i
bearing When referring to 2 3 and 4wire units these
are the number of generator output leads being connected
to the load You will find on the WMD models that there
are 3 to 4 leads coming from the brush rig These are I
combined to produce the voltage output wanted see the RAIL RAIL
WMD wiring diagrams in this section The number of
wires can also be related to the number of slip rings on
912 VOLT
the rotating armature BATTERY OF FIELD COILS
1 Field coils are connected in series and the resistance TESTING THE FIELD COILS
value given in this text is the total of the four field coils
To determine the resistance value of one divide by four b Using a 3inch iron bolt or its equivalent place this
Each field coil has a mounting position on the generator bolt between each adjoining field coilshoes It should
housing and cannot be interchanged with another field be held in place by the magnetic attraction set up
coil between the coilshoes by the 912 volts excitation of
the field coils Should this fail to happen between any
When installing a replacement field coils the installer of the four adjoining coilsshoes then an incorrect coil
must ensure that the coil is correct for the mounting posi is installed and must be removed and the correct one
tion in the housing and will have the correct polarity installed otherwise the generator when assembled
when excited with 912 volts DC will not produce proper voltage
The field coil shoes that hold the coil securely to the
generator housing are held in place by bolts that must be LOW VOLTAGE OUTPUT
properly tightened when the coil and shoe are installed to 1 Verify the voltage output at the generator output leads
the generator housing When connecting the coils in with load applied to the generator cJteck the noload con
series ensure the butt connections are good and secure dition also Check the voltage at the load Check the rat
and positioned away froni rotating parts ing for the generator and verify the load with an amp
To ensure the field coils have been positioned properly in probe at the output leads Check all connections to ensure
the generator housing and will have the correct polarity they are clean and secure Ensure that the wire size carry
the following test must be made before reassembly of the ing the voltage to the load is of sufficient size so as not to
generator produce a voltage drop
a Connect a 912 volt DC battery to the leads off the NOTE Beware of motor starting loads and the amperage
coils that would normally be connected to the and draw placed on the generator from these types of loads
connectors of the bridge rectifier These leads are Generally the amperage draw of a motor at startup will
unmarked and the polarity in their connection to the be 35 times the amperage needed when running
DC battery is not important Ensure that the engine noload speed is producing
NOTE When removing the leads from the battery and 125132 250264 volts from the generator Lower
reconnecting them to the bridge rectifier you should noload voltage can result in low output voltage at rated
maintain the same polarity as used in this test plus lead amperage output
to on rectifier and negative to unmarked connec
tion to rectifier
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 as follows 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 sliould 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 tq 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 THROTTLE 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 BLACK TEST LEAD
4 Check the field coil resistance as per the following speci
fications
THRomE
FIELD COIL RESISTANCE TOTAL ADJUSTMENT
WMD44 325 OHMS 5 LINKAGE
WMD60 315 OHMS 5
WMD7780 225 OHMS 5
FUEl SOLENOID
Engines Generators
WMD GENERATOR Ae INTERNAL WIRING DIAGRAMS
60 Hz2 WIRE 60 Hz 3 WIRE Hz 4 WIRE
RECONNECTABLE 60 Hz 4 WIRE j 5V i
50 Hz 2 WIRE RECONNECTABLE
Engines Generators
DC ELECTRICAL SYSTEM
WMD GENERATOR WIRING DIAGRAM 24700
StC NOTee
wTlENotR
SOLENOID
PREHEAT SOL
ttNOne
01 L PRESSURe
SWITCH
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SrAtVDAeD srARr S WTCII TO AN ReMOr
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coNcucroliS TtItN A 1IAY AY s DOED TO CONT ITEM PART NO OEseR PTION
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OrENOIO ITSEtP
Engines Generators
DC ELECTRICAL SYSTEM
WMD GENERATOR WIRING SCHEMATIC 24700
4 I
1 1 I
I I PREHEAT I I
I 0
I I IZVDC BATTERY BATTERY RETURN
r 1 I
I I I Erl 1 I
tJ I I START I I I PREHEATER
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M r
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I L I I I
L li I I
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I I I I L
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r PANEl PREHEAT 501
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Engines Generators
80 BTD 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 CIRCUIT
BT RIVE
OPTIONAL
Engines Generators
80 BTD GENERATOR guide will give you insights into prob NOTE Do not always rely on the vessels instruments for
lems which may be encountered with the WESTERBEKE accurate readings bring your own instruments for testing
80 BID brushless transformer regulated generator Most Before attempting any repairs get as clear an explanation of
potential problems are covered in the text of this guide the problem as possible preferably from an individual wit
Owing to the simplicity of the equipment and controls thIS nessing the problem In some cases this may bring to light is
relatively easy once the relationship problem which is related to the method of operation 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
r
c
D
I I
A 9 T
10 E
3 R
2 M
7 I
8 N
BLACK WHrrE
GREEN WHrrE
YELLOW WHITE
Q C
Ft G
L VEUOW WHITE
A VR
BLUE WHITE
BLUE WHITE
BLACK WHITE PLUG T
RED WHITE r J 0
F2 G GREEN WHITE
it VEL LOW WHITE
BLACK WHITE
PLUG
80 BTD INTERNAL WIRING SCHEMATIC
A EXCITER STATOR WINDINGS 1 2 D COMPOUND TRANSFORMER
F1 Exciter Stator Windings 1 Compound Transformer Windings
Selector in COMP position 2 Compound Transformer Windings
F2 Exciter Stator Windings 3 Compound Transformer Auxiliary
Selector in Electronic Windings
B EXCITER ROTOR F SELECTOR SWITCH
1 Auxiliary Windings abc 1 Compound
2 Diodes 6 2 Electronic and Compound
3 Rotating Field Windings G BRIDGE RECTIFIER
4 AVR Automatic Voltage Regulator Plug 12 prong
C MAIN STATOR
1 Main Stator Windings
2 Main Stator Windings
3 Main Stator Auxiliary Windings
Engines Generators
80 BTD GENERATOR r AC
I C I
5 R
1 AooB 1
iI I
t 8
I L
2 I I
I 3 7P I o
L J I 3 I WHTBLK C
I K
L J 11
L2llI J
G o
WHT IGREEN S
ORANGE
AC BLACK U
GREEN YELLOW
80 BTD INTERNAl WIRING SCHEMATIC
WITH VOLTAGE REGULATOR CIRCUIT REMOVED
A EXCITER STATOR WINDING D COMPOUND TRANSFORMER
Resistance Value 100 Ohms 1 Compound Transformer Windings
B EXCITER ROTOR FIELD 2 Compound Transformer Windings
1 Auxiliary Windings abc 3 Compound Transformer Auxiliary
2 Diodes 6 Windings
3 Rotating Field Windings G BRIDGE RECTIFIER
4 MAIN STATOR The removal of the voltage regulator circuit simplifies the
1 Main Stator Windings wiring circuitry in the 12 stud BT generators exciter circuit
2 Main Stator Windings Resistance readings and voltage checks can be easily gotten
3 Main Stator Auxiliary Windings for the components in the exciter circuit A G C3 and D3
by locating the colorcoded wires at the connection points
shown on the above schematic When checking winding
resistance value be sure to lftboth of the components
electrical
BATTERY
f DC RED
CONNECTION
NOTE KEEP EXCITER CIRCUIT
POLARITY CORRECT DC TO LED
AND DC TO THE CASE GROUND
EXCITING THE GENERATOR WITH 12 VDC
Engines Generators
80 BTD GENERATOR The amount of noload voltage produced by the generator The fault lies in one or more of the following
components in
can be an indicator of where in the generator the the exciter circuit
problemfault may lie A Exciter Stator A1 A2
Residual Voltage 1822 voltsAC This voltage is theAC B Bridge Rectifier G
voltage produced by the generator from magnetism in the
exciter stator field This voltage is measured between the C Selector Switch F
neutral and hot legs with no load on the generator with D Main Stator Auxiliary Windings C3
it running at its rated rpm
E Compound Transformer Auxiliary Winding D3
The presence of residual voltage is an indication that the
2 Twelve 12 volt DC excitation of the exciter stator wind
following generator components are OK
ings should cause the generator to produce between
1 Exciter Rotor B1 B2 125135 volts AC between each hot lead and the neutral
2 Rotating Field B3 Twelve volts DC is applied between the lifted and
leads of the bridge rectifier to and to
3 Main Stator C1 C2 Correct voltage produced with twelve volts DC excitation
4 Compound Transformer D1 D2 indicates the fault is in one or more of the above listed
components B D or E If the generator does not produce
125135 volts AC then include A and C
NOTE The following is a list of faults with the generator operation on
compound COMP transformer regulation no A lIR installed
FAULT CAUSE CORRECTION
Correct voltage at NIL and loss of voltage 1 Selector switch in wrong position 1 Place selector switch in COMP position
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
correct voltage when loaded
115 120 volts
High voltage at NIL and Fl 1 Generators engine speed rpm is too 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 windings
growling noise from generator and loss of and connections
engine speed when load is applied
Generator does not excite voltage is 1 Generators engine speed rpm is slow 1 Adjust the engines speed and adjust NIL voltage
ovolts at NIl
2 Short in the main stator windings or 2 Check main stator and transformer winding resistances
in transfomer Artificially excite the generator and note the results
3 Shorted 3 Check resistor
low voltage at NIL when load is applied 1 Oiodess in rotating exciter B2 1 Check B1 and B2 in rotating exciter
voltage drops 2 Bridge rectifier defective 2 Follow test procedure for 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
connections
low voltage at NIL and FIL 50 70 volts 1 Exciter stator windings A1 and A2 are 1 Check continuity and resistance values of A1 and A2
windings
open
2 Generators engine speed rpm is low 2 Check generator NIL rpm and adjust NIL voltage
Voltage correct at NIL but not at Fll 1 Generator overload 1 Check data plate and monitor load on generator with
with loss of engine rpm hertz ampprobe
2 low power factor load motor loads 2 Check type of load applied Consider use of optional regulator
board
Unstable voltage 1 Engines rpm fluctuating 1 Check engine operation and fuel system
Engines Generators
80 BTD GENERATOR following is a list of faults with the generator operating on electronic ELEC regulation Selector switch is in the ELEC position
with an AVR installed
FAULT CAUSE correct at NIL and loss of voltage 1
Diode in exciter rotor B2 shorted 1 Check diodes see EXCITER ROTOR
at FIL
High voltage at NIL with no adjustment 1 Regulator board defective 1 Replace regulator board Adjust NIL voltage with
regulator then switch to ELEC and adjust with AVR voltage at NIL and FIL No
adjustment 1 Regulator board defective 1 Replace regulator board and adjust voltage as above
from regulator board 2 Exciter stator winding A1 open 2 Check resistance values of C3 and 03 windings and their
voltage at NIL 0 50 volts with 1 Main stator windings shorted C1 C2 1 Check continuity and resistance values of C1 and C2
growing noise from generator and loss windings and their engine speed when load is
does not excite 0 volts at NIL 1 Diodes in exciter rotor shorted B2 1 Check diodes in exciter rotor see EXCITER ROTOR
2 Generators speed is low 2 Check the engines speed hertz
Low voltage at NIL and voltage drops 1 Diodes in exciter rotor shorted B2 1 Check diodes in exciter rotor see EXCITER as a load
is applied 2 Auxiliary windings in exciter rotor 2 Check resistance values and continuity to ground
shorted OK at NIL and low at FL 1 Auxiliary windings in the exciter rotor 1 Check resistance values and continuity to ground
B1 shorted
2 Exciter stator winding A2 is open 2 Check continuity and connection of windings
3 Auxiliary winding 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 COMPo Replace regulator board
2 Engine is hunting 2 Check engine operation and fuel system
3 Electrical connections 3 Check for clean and secure RECTIFIER
2 3 and 5 No deflection of the needle should occur
showing no bridge rectifier is supplied AC voltage from the in the generator stator C3 and the compound 3 Remove
the lead from point 4 and connect the 03 The AC voltage measured across the AC lead to point 4 and with the lead
of the rectifier during engine operation is as follows touch points 1 2 and 3 The needle of the meter
should deflect showing a passage of meter voltage
120 Volts 120240 through the diodes in the rectifier
NL FL NIL FL 4 Touch point 5 with the lead No deflection of the
1121 voltsAC 1121 voltsAC
needle should occur
Diodes in the rectifier convert this AC voltage to DC and
S Place the lead of the meter on point 1 and the on
supply it to the windings Al and A2 of the exciter stator
point 3 No deflection of the needle should occur
to induce a field through which the exciter rotor revolves
infinite resistance Reverse the connections and the
The DC voltage measured across the and terminals of
same should occur
the bridge rectifier during engine operation is as follows
Should the rectifier fail any of the above tests it is defective
120 Volts 120240 and should be replaced
NLFL NLFL Resistance values at 70F 21C Simpson Meter 260
817 volts AC 817 volts AC
of the bridge rectifier will result in no strong field
being produced by the exciter stator windings A weak field
is present due to the magnetism in the exciter stator which
will cause the generator to produce residual voltage as dis
cussed the Bridge Rectifier for Faults
with an Ohmmeter
1 Set the ohmmeter scale on RXI DC Zero the meter
2 Connect the lead from the meter to point 4 With the
lead from the meter momentarily contact points 1
Engines Generators
80 BTD GENERATOR STATOR WINDINGS
1 A Windings 1 2 Exciter windings A 1 2
Compound Fl 8590 ohm Reading taken between
positive and negative leads lifted off the bridge
rectifier with the seleector switch in the COMP position
Either of the two leads should have no continuity to the
A Winding 1 Exciter windings AI ElecF2 300305
ohm Selector switch in the ELEC position with read
ings taken between the yellow white and black
whitestriped wire leads at the regulator plug
3 A Winding 2 Exciter windings AI ElecF2 125130
ohm Reading taken between positive and negative
leads lifted off the bridge rectifier
D I
B T
a a I I I
3 R
111 1 j
11 i
I 4 2
7 I
2 1 2
8 N
I I I
I I
C BlACK WHrTE
I L
GREEN WHITE
x AEDWIlITE
BLACK I 3 I
RED WHITE
3 I
Ee
II L
YELLJoN WHITE
LX
1 c C
1 G GREEtU WHilE
F1 K
T YEL10W WHITE
BlUE WHITE
BLUE WHITE
BLACK WHITE pLUG T
AEDfHITE I
F2 G GREEN WHITE
M
YELLOW WHITE
BLACK WHITE
PLUG
Terminal Block 12 Stud
Showing Electrical Connections
from Generator
Engines Generators
80 BTD GENERATOR ROTOR When leads are put across the diode as illustrated voltage
passes through the diode allowing the headlight to glow
1 Auxiliary windings 1012 ohm Readings taken brightly
between each pair of windings ab bc ca Winding HIGH BEAM 12 VOLT BULB
connections can be left soldered at their connection GLOWS BRIGHT
points If the readings are believed to be incorrect unsol
der the connections and recheck for resistance readings
2 Diodes Six diodes are mounted on the exciter rotor they
rectify the AC voltage produced by the three groups of
auxiliary windings to DC voltages and supply this DC
voltage to the rotating field windings
RESISTANCE VALUE
11 OHMS THROUGH THE DIODE
INFINITE BLOCKING
RESISTANCE Reverse the leads across the diode The diode should block
voltage passing through it and the headlight should not glow
or it may glow faintly
INFINITE
HIGH BEAM 12 VOLT BULB
DOES NOT GLOWIS VERY FAINT
The diodes can be easily checked in place with the use of a
common automotive 12volt high beam headlight bulb some
jumper leads and the generators 12 volt starting battery see
the next page
A short or an open in a diode can easily be found with the
above without having to unsolder and isolate each diode to
check it with an Attempting to check diodes in place with an ohmmeter
will give erroneous readings on the diodes due to the auxil
iary windings connections a Should the bulb not glow with leads connected in both
directions the diode is open internally
Red While
b Should the bulb glow bright with the leads connected
in both directions the diode is shorted internally
In both a and b above the diode should be replaced
Check the resistance values of the rotating field windings
and the integrity of the posiresistor connected between
the field windings
3 Rotating Field Windings 7080 ohms Readings taken
between the two red and white wires connected to the
and terminals of the exciter rotor as shown in the
NOTE These terminals are not marked and there
should be no continuity to the rotors shaft
4 Infinite readings between both yellow
leads lifted from terminals and on the exciter
rotor
NOTE A shorted posiresistor will destroy the rotating
field and cause theAC output voltage to drop to zero
EXCITER ROTOR
Engines Generators
80 BTD GENERATOR STATOR WINDINGS b Serial 1041 and up A terminal
strip was added to this circuit located just below the
1 2 Main stator windings 2022 ohm AC terminal block at the lower left Isolate the three
1 Group 1 Measured between lead 6 at the AC terminal numbered 1 2 and 3 red whitestriped wires
block and lead 4 at the junction block Lift both leads coming onto each of the three terminals Lift the black
along with lead 5 at the terminal block to totally isolate white and green white leads off their connections
group 1 on the AC terminal block Measure the resistance
2 Group 2 Measured between lead 3 at the AC terminal value between the 1 red white lead lifted from the
block and lead 1 arthe junction block Lift both leads terminal strip and the black white lead lifted from
along with lead 2 at the terminal block to totally isolate the AC terminal block
group 2
RED RED RED
NOTE The junctipn block for connections 4 and 1 from WHITE WHITE WHITE
the main stator windings and to the transformer windings
is found just below and to the left of the compound 3
transformer MAX MID LOW
3 Main Stator Auxiliary Windings 1518 ohm
Measured between the double leads on the AC terminal
of the bridge rectifier unplugged from the rectifier and
the double lead central prong connection of the regulator
plug
No continuity should be found between either of these RED
three winding groups or to the generators case WHITE
TERMINAL TRANSFORMER
1 2 Compound Transformer Windings 019021 ohm
NOTE The addition of the terminal strip
1 Group 1 Measured between lead 10 at the AC terminal is for the increase or decrease offullload voltage output
block and lead 4 at the junction box Lift both leads Should fullload voltage fall below J08 volts selecting a
along with lead 9 at the terminal block higher number terminal strip lead to connect the lead
2 Group 2 Measured between lead 8 at the AC terminal red white that is routed to the regulator plug and the
block and lead 1 at the junction box Lift both leads exciter circuit will supply a higher AC voltage to the
along with lead 7 at the terminal block exciter circuit during fullload conditions bringing the
output voltage of the generator up
3 Transformer Auxiliary Windings 4045 ohm
Noload voltage should be properly adjusted by shim
a Serial 10011040 These very early models trans ming the compound transfomer 121124 volts at
former auxiliary windings resistance value is mea 615620 hertz Note that the above should not be used
sured between the black and white wire lifted from
as a means of compensating for incorrectly adjusting the
the AC terminal block and the red and whitestriped generators noload voltage
wire at the regulator plug To totally isolate these
windings for the above measurement lift also from
the AC terminal block the green and wire
Engines Generators
80 BTD GENERATOR SWITCH
SELECTOR SWITCH
IN COMPOUND
o 0
o 0
SELECTOR SWITCH
IN COMPOUND
WITHAVR
RED WHITE GREEN WHITE
4 1
SELECTOR SWITCH
WIRING YEllDW WHITE BLACK WHITE
YEllDW WHITE BLACK WHlTEI
BRIDGE RECTIFIER WIRING
RED WHITE RED WHITE
t AC t AC
0 0
0 0
0 il
AC t AC tl
GENERATORS 1001 TO 1040 GENERATORS 1041 AND UP
Engines Generators
80 BTD GENERATOR VOLTAGE ADJUSTMENT be accomplished by gently tapping the top of the
laminated steel bar to reduce the air gap between the
Voltage adjustment is made with the generator regulation
existing shims and the transformer core
being governed by the compound The selector switch must be in the COMP position
2 Operate the generator and apply a moderate load momen A CAUTION Under no circumstances attempt to
tarily and remove it Note the voltage output from the increase the noload lIoltage by increasing the gap
generators 120 volt legs 110 volt 50 hertz The no between the laminated steel bar and the transformer
load voltage should be between 121124 volts at 61562 core without the use of shims MagnetiC forces
hertz 111113 volts at 515 52 hertz
created within the transformer during generator
NOTE The noload voltage should be adjusted to the volt operation may close the air gap and reduce noload
age produced by the generator once started and a
momentary load applied to excite the transformer and lIoltage output
then removed The voltage produced by the generator
after this momentary load is removed is noload voltage 4 To remove the laminated steel bar remove the two upper
3 To raise or lower the voltage shims of varying thickness securing bolts from the Compound transformer and lift the
material are placed or removed from bar from the transformer The addition of shim thickness
under the steel laminated bar on tol of the compound will raise the noload voltage and conversely the removal
transformer The material used for shimming should not of shim thickness will lower the noload voltage
soften at temperatures in the 176F 80C range A small Varying shim thickness by 001 in 0025 mm will
reduction in noload voltage 1 at 3 volts can sometimes change the noload voltage by 4 to 6 volts
Voltage Adjustment
Shim Location
NOTE Illustration
shows 8 BT with
voltage regulator
circuit
early models
Regulator
Plug
White
G W ht ellowBlack
reen Ie ed White
Yellow White Black White
Engines Generators
80 BTD GENERATOR VOLTAGE REGULATOR Early Models adjusted with the selector in COMP position following
procedures for noload voltage optional solid state voltage regulator board 34410 is
available for use with the BT generator When this board is 4 With generator noload voltage adjusted to and the regulation switch is moved
to the ELEC volts move the selector switch into the ELEC the regulator works together with the standard com Adjust the
regulator board potentiometer to set noload
pound transformer regulator to regulate generator voltage voltage at 120 volts 61562 hertz 110 volts Refer to the wiring diagram
hertz Generator voltage output should be within t5
from noload to fullrated generator The regulator is mounted using existing tapped holes in NOTE 1 The frame ground wire must be
moved when
the generator case Use two 2 M4 x 07 mm screws
changing from 110 volts 50 hertz to 110220 volts 50
each 15 mm long with lockwashers to mount the regula
hertz For making connections to the A C terminal block
tor board
use terminal ends for 10 studs that will accept 6 multi
strand wire when the generator is wired for J 20 volts or
2 Plug the 6prong generator plug into the receptacle on the use 8 when the generator is wired for J 20240 volts
regulator board Use an approved cable clamp to protect and secure the
NOTE The plug is shaped so it will only engage in the wire from chafing where it exits the generator housing
regulators receptacle in one direction Check this and NOTE 2 The neutral and frame ground which are
insert correctly normally combined can be separated for those systems
3 Before moving the selector switch to ELEC make sure requiring a separate neutral from common ground The
the noload voltage produced by the generator is properly generators frame must be connected to the vessels
common ground for safety reasons
120V60Hz 120240V 60Hz
TO FRAME III
o o o
o o o o
N L1
110V50Hz 220V50Hz 110220V 50Hz
aD 0 ao 0 aD 0
0 0 0 0 0 0 0 TO FRAME
0 ao 0 N
TO FRAME Iljrr L1 a
N N L1
AC VOLTAGE Engines Generators
80 BTD GENERATOR FREQUENCY Manual Check
1 Frequency is a direct result of speed Check the operation and bottoming of the fuel solenoid
1800 rpm 60 hertz 1500 rpm 50 hertz plunger by manually doing the following
2 To change generator frequency follow these steps a Connect an ohmmeter across the positive terminal
a Connect the AC output leads to the AC terminal and vacant auxiliary terminal of the back of the fuel
block following the illustrations under 4 above solenoid see b Adjust the engines speed to obtain the frequency
b With the fuel solenoid in the STOP position 01
corresponding to the voltage selected ohms resistance should be found across these two
terminals
c Adjust the noload voltage if it is needd by the
compound transformer c Manually moving the throttle arm into the RUN
position and bottoming the fuel solenoid plunger a
d Load the generator to the new amperage rating and resistance of about 1530 ohms should register on the
reposition the loaded voltage tap to position X Y or Z meter indicating that the plunger has bottomed
as needed to maintain exceptable voltage output at full against the internal switch deenergizing the pull of
rated amperage output the windings
NOTE Volts x Amperage Watts Failure to manually make sure that the fuel speed is increased or decreased by
adjusting the operates as described above will result in the failure of
length of the linkage between the throttle arm and the the solenoid when operated electrically The fuel
solenoid plunger with the plunger completely bottomed in solenoid may fail within 30 seconds if the plunger
the solenoid does not bottom when electrically
AUXILIARY
TERMINAL
THROmE INTERNAL
NC SWITCH I
ADJUSTMENT I
LINKAGE
OHMMmR
FUEL SOLENOID
Electrical Check
When operated electrically by use of the PREHEAT switch
on the instrument panel the fuel solenoid plunger should
move smoothly and rapidly into the solenoid with no binding
A CAUTION Failure of the solenoid plunger to or hesitation drawing the throttle arm into the RUN position
with the plunger bottoming in the solenoid
bottom in the solenoid will result in a failed solenoid
Slow or hesitant movement of the solenoid plunger into the
solenoid when energized can be the result of linkage binding
To avoid failure of the solenoid make sure the solenoid misalignment andor a possible voltage loss at the bottoms in the solenoid Check
the solenoids opera Remove startstop panels when wired into the at the initial startup Periodically lubricating the linkage panel with
inadequate wire size for the distance run can
joints between the solenoids plunger and the throttle arm produce this effect Check the voltage at the solenoids posi
will eliminate binding tive The solenoid plunger must move smoothly and rapidly With the
solenoid operating properly when energized by the
into the solenoid when the solenoid is electrically energized PREHEAT switch the generator can then be started and the
drawing the engines throttle arm into the SET SPEEDRUN linkage adjusted so the engines speed will have the
producing the correct noload voltage and hertz The linkage
can then be secured
Engines Generators
80 BTD GENERATOR WINDING L1 50Hz
6 5 4 4 9 10
N 11 L1 50Hz
6 5 4 4 9 10
120V 60 Hz
240V 60 Hz
Winding Connection to Obtain the
Voltage and Related Engines Generators
100 BTD 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 DISC PLATE
BT Engines Generators
100 BTD GENERATOR NOTE Do not always rely on the vessels
instruments for
accurate readings bring your own instruments for testing
Before attempting any repairs get as clear an explanation of
the problem as possible preferably from an individual wit
nessing the problem In some cases this may bring to light a
problem which is related to the method of operation rather
than an equipment fault
Bring basic repair parts with you on the initial trip to the
problem equipment such as a regulator board when installed
diodes and a bridge rectifier so that if the problem should be
found in one of these easily replaceable parts the problem
can be remedied early and efficiently
The internal and external wiring diagrams are important
guides in this generator or any generator
model Be sure to have both with you and be sure they are
for the specific model you will be working on
AC TERMINAL
BLOCK
6 2 5
8 5
A I
rIIIIOO c
I 2 11
1
I I I
1 2 1 2 3
7P I
I I I
t 3 J I 3 J
RED Ji ffi YELLOW RED
AC BLACK RED 5 6
GREEN N AC g
F GREEN 3 3
cc cc
YELLOW
I YELLOW GREEN
BLACK
BLACK
BLACK
BLACK
BLUE
AVRI BLUE
t 60 eye
so eye
YELLOW PLUG
INTERNAL WIRING SCHEMATIC MODEL 100 BTD
A EXCITER STATOR WINDINGS I 2 D COMPOUND TRANSFORMER
AI and A2 Exciter Stator Windings 1 Compound Transformer Windings
Selector in COMP position 2 Compound Transformer Windings
B EXCITER ROTOR 3 Compound Transformer Auxiliary
1 Auxiliary Windings abc Windings with VoltageHertz Connection Bar
2 Diodes 6 E SELECTOR SWITCH
3 Rotating Field Windings FI 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
100 BTD GENERATOR NOTE The following is a list of faults with the generator operation on compound COMP transformer
regulation no A vR installed
FAULT CAUSE Voltage 70 volts 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 VDC
engine speed when load is applied 2 Compound transformer windings shorted 2 Check continuity and resistance values of 01 02
windings
0102 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 bumt 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 FIL 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 is low 3 Check generator NIL rpm and adjust NIL correct at NIL but not at FIL 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
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 FIL 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
100 BTD 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 voltsAC
more failed diodes in the exciter rotor
NOTE The amount of noload 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 will
3 Main Stator C1 C2 return to the original low output
4 Compound Transformer D1 D2
BRIDGE RECTIFIER
The fault lies in one or more of the following compo
The bridge rectifier is supplied AC voltage from the auxiliary
nents in the exciter circuit
windings in the generator stator C3 and the compound
A Exciter Stator A1 A2 transformer D3 The AC voltage measured across the AC
B Bridge Rectifier G 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 NL 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 A1 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
BATTERY
CONNECTION
DC J RED
BRIDGE Engines Generators
100 BTD 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
S 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 POINT5
RECTIFIER
should occur 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
rl ril ACTERMINAL
I I I BLOCK
I I I
1 111
2 5
8 5
A
1 8
6 7
I Ii
4 I
b 3 8
I I
2 12 3 F
I I l I
3 1 1 2 3 I
1 I l1 rJ
IIIIII
RED YELLOW RED
AC BLACK RED
GREEN
rr r AC g
F 1 w
GREEN 3
YELLOW I YELLOW
GREEN
J BLACK
i BLACK BLUE 60 eye
AVR BLUE
PLUG SOeyc
YelLOW
Engines Generators
100 BTD GENERATOR COMPONENT RESISTANCE VALUES
NOTE Resistance Values at 7fF 2rC
Simson Meter 260 Model
A Exciter Stator D Main Stator Auxiliary Windings
A1 A2 115 ohm C3 099 ohm
A1 494 ohm E Compound Transformer
A2 129 ohm D1 0007 ohm
B Exciter RotorField D2 0007 ohm
B1 105 ohm Transformer Auxiliary Windings
B2 87 ohm D3 502ohm
C Main Stator
C1 0117 ohm COMPONENT RESISTANCE CHECKS
C2 0117 ohm Exciter Stator Windings
r1
ACTERMINAL
C
D
BLOCK
I 6 2 5
i I
B 5
A 8
r a a 6 7
I I I
I 3
b 11
7 3 8
2 1
I I
I I
3 2
I I
IIII III
GREEN
F
GREEN
ACg
BLACK
YELlOW RED
GREEN
YEllOW i
I YELLOW
BLACK
BLACK
BLACK
BLACK BLUE
IAVAI BLUE 50cyc
YEllOW I PLUG 1
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
A1 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
Engines Generators
100 BTD 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 b and c Locate the three
jumper leads and the generators 12 volt starting points on the exciter rotor for these auxiliary wind
ing groups Position the exciter rotor as shown in the illustra A short or an open in a diode can easily be found with the
tion and count off the porcelain knobs from the 12 oclock above without having to unsolder and isolate each diode to
point 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 will give erroneous readings on the diodes due to
the these connections unless a faulty reading appears If iary windings occurs unsolder and verify the winding fault There
When leads are put across the diode as illustrated be no continuity found between any of the three
passes through the diode allowing the headlight to glow
terminal points and the rotor shaftcase ground
brightly
Red White HIGH BEAM 12 VOLT BULB
GLOWS BRIGHT
o12 VOLT
BATIERY
Reverse the leads across the diode The diode should block
voltage passing through it and the headlight should not glow
or it may glow faintly
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
b Should the bulb glow with leads connected in both
Diodes Six diodes are mounted on the exciter rotor thOey 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
Rotating Field Windings 7O ohm Reading taken
11 OHMS THROUGH THE DIODE
INFINITE BLOCKING between the two red white wires connected to the and
terminals ofthe exciter rotor as shown in the RESISTANCE
Infinite readings between both yellow leads
iLlI r lifted from the and terminals on the exciter rotor
INFINITE
Engines Generators
100 BTD GENERATOR STATOR WINDINGS lifted off the AC terminal of the bridge rectifier G
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 A C 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 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
through the A VR
YellowlWhite TOP VIEW
BlackIWhite
BrownlYellow YELLOWYELLOW ENGINE SIDE
YELLOW
OF SWITCH
I RED
BLACK I
rGREEN
BROWN i rGREEN
BLACK
Y CDMP
YELLOW L mc
BEARING SIDE
NOTE ON LATER MODELS THE WHITE STRIPE ON THE OF SWITCH
WIRE WAS REMOVED AND THE WIRE IS ASOLID 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
continuity 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 d0uble lead connection
Engines Generators
100 BTD GENERATOR VOLTAGE ADJUSTMENT VOLTAGEHERlZ 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 COMP 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
BLUEWHITE WHITE WHITE WHITE
hertz 222226 volts at 515 52 hertz
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
former and then removed The voltage produced by the
generator after this momentary load is removed is no
load voltage
00000 X Y Z
3 To raise or lower the voltage shims of varying thickness
material are placed or removed from BLUE BLUE RED RED
under the steel laminated bar on top of the compound WHITE WHITE YELLOW WHITE
transformer The material used for shimming should not
soften at temperatures in the 176F 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 theAC 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 Yand 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
100 BTD GENERATOR 115V 50Hz 230V 50Hz 120V 60Hz 120240V 60Hz
0 0 t1 t1 II 11
2 5 2 5
II 0 0 o
6 7 6 7 6
3 8 3
N L1 L1 N L2 N
AC VOLTAGE The frame ground wire must be moved when changing Maximum voltage drop 120 volts and J20240 volts 60 hertz to 220
volts 50 atfull rated output For making connections to the AC terminal block use 60 hertz 108110 ends for
li 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
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 1500 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 VoltageHertz 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 1 r
linkage between the throttle arm and fuel solenoid
60 hertz noload speed 615620 hertz GREEN
50 hertz noload speed 515520 hertz YEllOW
d After the noload hertz adjustment is made the no
1I BLACK
load voltage may need to be readjusted In most cases
if the generator was producing the correct noload
IAVR
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 REOWHITE
former TO HERTZVOLTS BAR
60 hertz noload voltage 121124 volts BLUEWHITE BLACKWH ITE
TO PIN t8 TO SELECTOR
50 hertz noload voltage 114118 volts TERM BLOCK 1 11 SWITCH
232238 volts
BLUEWHITE t 4 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
Rated Loaded Speed BLACKWHITE AVRPWG
TO BRIDGE RECTIFIER
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
100 BTD 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 6 5 4 4 8
N Ll 220V 50 Hz
6 5 4 4 8 C230V
Ll 120V 60
5 4 4 8
44 L2 240V 60 Hz
G TERMIMAL 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
DC ELECTRICAL SYSTEM
BT GENERATOR EARLY MODELS WIRING DIAGRAM 3451
ARY BATTERY
RETURN 1
E1l 1 i 6ND TO BLOtK
12DA
t1 SEE JUMP R vtHN
CONN C IN R MOT
CONTRO PANEL
I
I REMOTE CONTROL I
I I

IIIOTE
I I i Ta4 II
I I I I
m Ul
RpLC
EPjJ L
I y
L
L
REAR VIEW
S r
PREHEAT I STANDARD
INSTRUMENT
START WID
REAR VIEW
STOP I
Engines Generators
DC ELECTRICAL SYSTEM
BT GENERATOR EARLY MODELS WIRING DIAGRAM 34651
Ali ONOFF SWITCH SHOUtD Se INSTALleD IN TillS CICUIT To DISCONNCCT Tile STFiRTIY
FRO THe ElATTERY IN AN eHeRGeNCY WHeN LeAViNG THe BoIlT TWEWE VOL T
DIeSeL eNGINe STARTeRS TYPICALLY DRtlW zoo To 300 liMPS WileN CRANKING
Tile DURATiON OF INDIVIDuAL CRtlNKING cYCas SIIOVlD NOT eXCEeD 30 SeCONtS
A SWITCH VITII II CONTINUoll5 RIlTING o 175 IlMPS I1T 12 VO WItL NOII1llLLY
seRve THese FUNCTIONS SUT Il SWITCH I1tJST NeVER ee USED To lRKe THE
STARTeR THIS PRODUCT IS PROTeCTeD BY A IIRNIJAl RESET CIRCUIT BReAKeR LOCATeD
NepR THE STARTER AND AS CLOSE TO THE SOURI OF CURReNT AS PaSSleLE
EXCESSIVe CURRENT DRlJw flNYWHeRE IN THE mSTRUHENT PANEL WIRING OR
ENGINe WILL CAUSE THE BREAKER To TRIP IN TillS EVeNT MOST GENERRTORS WltL
SHUT DowN aeCAUSE THE OFENEI EJRfiRKER DISCONNECTS TilE FueL SUPPLY
THeREFORE TIle BUILDeRowNER lUST BE SURE THAT THe INSTRUHeNT PlNEI
WIRING liND EIGINE ARE INSTALLED TO PREVeNT coNTIiCT 6TWeN
ELCTRICAL DeVICoE AND SALT WIlTER
MOST STARTJR SOLeNOIDS DRAW ISAHPS THeREFORE THE VOLTAGE DROP IN THIS
CONDUCTOR lUST ae NO GREATER THfiN 10IN Tile AlTH FRo THE STANDf1Rt
START SowlTCII TO flNV ReMOTE SWITcHES ANt BACk To Till STANDARD STIITE SWTClI
IF TIllS REQUlRES UlRGe CONDUCTORS Til EN f1 RELAY 111Y BE liDDED
To CONTROL TIfE STIIRTep SOLENOIO ITSelF
GENERATOR OPERATION
PREHEAT DEPRESS PREHEAT SWITCH FOR 15 TO 60
SECONDS AS REQUIRED
STARTDEPRESS BOTH PREHEAT AND START SWITCHES
PREHEAT ALSO OVERIDES LOW OIL PRESSURE
SHUTDOWN CIRCUIT
WHEN GENERATOR STARTS RELEASE START
SWITC H ONLY CONTINUE HOLDING PREHEAT
SWITCH FORA FEW SECONDS UNTIL OIL
PRESSURE REACHES 20 PSI
STOP DEPRESS STOP SWITCH UNTIL Tli E GENERATOR
STOPS WIRING SIZES TO REMOTE CONTROL PANEL
TERMINALS o 16 1620 20 25 2532 32 40 4050 5065 1
TSI TO TS31 2 fO 10 9 8 7
T612 TO T632 14 12 12 10 10 I 6
T61 TO TB35 12 10 10 9 8 7
T614 TO T634 16 16 16 16 16 16 16
T521 TO T641 16 16 16 16 16 16 16
T82S TO T642 16 16 16 16 16 16 16
Engines Generators
DC ELECTRICAL SYSTEM
80 BTD 100 BTD GENERATORS WIRING DIAGRAM 36412
1141U
114 REDIPUR
P rVEL SOlEHOI
GROUND TO
ENG I NE
OILdHHUR
BLOCK
BATTERT SWITCH
L
LV 112 TELIRED
114 TAM
I BLU
114 BRM
114 PURIM
REMOVE THIS
JUMPER WHEM
CONNECT I NG A
REMOTE PANEL
14 lUi
10 OWKT
tl4 OIUl
I
140111
I IcnL
10 lED
sTCH
START
sTCH
10 DInT
YCllT
MEnR
L J
Engines Generators
DC ELECTRICAL SYSTEM
80 BTD 100 BTD GENERATORS WIRING SCHEMATIC 36412
STARTER
BATTERY SOLENOID STARTER
SWITCH r I
L I
PREHEAT
SOLENOID GLOWPLUGS
L I
ALTERNATOR
1 10 AMP
I CI RCU IT
120 AMP
I CIRCUIT
BREAKER
BREAKER
START
SWITCH
r I EMERGENCY
I I STOP
I I SWITCH
r 1 PREHEAT
I SWITCH FUEL PUMP
I
r I
I STOP
I SWI TCH
I I FUEL SOLENOID
EXHAUST TEMP WATER TEMP OIL PRESSURE
SWITCH SWITCH SWITCH
VOLTMETER
OIL WATER
PRESS TEMP
SENDER SENDER
Engines Generators
Be meter capable of reading less than one ohm due to the preci
sion required in reading component winding resistances and
The Be generator s a self exciting self regulating brushless a nine volt dry cell battery with two jumper leads to use in
type unit These three features help make the Be a basic unit exciter field understand and troubleshoot Frequency and voltage out
put depends directly on the speed NOTE Do not always rely on the vessels instruments proper adjustment and maintenance of the
internal accurate readings bring your own action is of prime importance Before attempting any repairs get as
clear an explanation of
the problem as possible preferably from someone who GUIDE witnessed the problem In some cases this may
bring to light
This guide is designed to solve problems a problem which is related to the method of operation rather
which may be encountered with the Westerbeke Be single than an equipment fault
and dual capacitor brushless generators Most potential Bring basic repair parts with you on your initial trip o the
problems are covered in this guide Owing to the simplicity problem equipment such as a regulator board when mstalled
of the equipment and controls the is relative diodes and bridge rectifier so if the problem should be found
ly easy once the relationship between cause and effect is in one of these easily replaceable parts the problem can
remedied early and in mind that a fundamental knowledge of electricity is The internal and external wiring
diagrams are important for this and always remember that in this generator or any generator model
lethal voltages are present in the circuitry therefore extreme Make sure the wiring diagram you use is for the is essential when working on or a
model you are working a few basic tools are necessary for diagnosis and repair
These are hand tools an ampprobe and a quality voltohm
Engines Generators
Be GENERATOR o
r
AC f IC
I BRIDGE INTEGRAL
I I RECTIFIER CONTROLLER
I I
I I
I I
DIO 01 I
I TI BALLAST RESISTOR
I EI
I R
I M 60HZ DC
r CHARGE
I u3A
A Il o4 L B IC
L INTEGRAL
CONTROLLER
IDIODE 8 EARLIER MODELS
I osK
I 06
I I rJ 1 4 3
I I I 000
I I I
I I
S 2 6
L JI I 000
I c TERMINAL BLOCK
7 I
CPACITOpRS tCAPAICITOR t
L 11
I I
I L I
60 BCD 44 BCD
INTERNAL WIRING SCHEMATIC WITH BAnERY CHARGING CIRCUIT
COMPONENTS
A Rotating Field and Diodes
B Main Stator Windings
C Exciter Windings and Capacitors
D Battery Charging Circuit
Engines Generators
Be GENERATOR FAULT CAUSE CORRECTION
No AC output at noload 1 Main stator winding open or shorted 1 Excite unit with 12VDC
2 Check stator windings
Residual voltage 46 volts at NIL 1 Faulty capacitor 1 Perform capacitor check
2 Faulty electrical connections 2 Check all electrical connections to ensure they are clean
and tight
3 Engine speed is too slow 3 Adjust engine speed to correct NIL hertz
4 Faulty exciter winding 4 Check winding resistance value Check winding residual
voltage output
High noload AV voltage output 1 Engine speed is too fast 1 Adjust engine speed to correct noload hertz
2 Noload voltage tap at capacitor 2 Change tap to lower number
Correct noload voltage Load applied 1 Faulty diode 1 Isolate diodes and check for short
voltage drops to 6080 volts
2 Rotor windings 2
3 Poor governor reaction 3 Check engine speed under load Adjustrepair governor
as needed
4 Overload on generator 4 Check engine speed Monitor amperage draw with ampprobe
Correct noload voltage but high voltage 1 Engine speed is too fast 1 Check engine speed Adjustrepair governor as needed
output when load applied
Unstable voltage output 1 Poor governor reaction 1 Check govemor Adjust or repair as needed
2 Loose electrical connections 2 Check the security and cleanliness of electrical connections
lIoisy generator 1 Repair support bearing faulty 1 Inspect rear bearing
2 Unbalanced load 120240 wired 2 Monitor amperage draw from each leg using ampprobe
3 Generator rotor connection to engine 3 Check rotor security
is loose
A WARNING Lethal IIoltage is present at an operating generator When making
connection changes or checking connections always stop the WINDINGS NOTE The shield in front of
the diode can be bent carefully
outboard to improve access to the diode
AND DIODES
With the diode removed both leads for the first group of
Two sets of windings are found on the rotating field An
rotating windings will be isolated with no
electrical field is produced around these windings by the
interference from a posibly faulty of DC voltage through them As these this field passes through the main stator windings
Check the resistance value of the rotating windings by an AC voltage that is available at the terminal ing the ohmmeters
leads across the two exposed leads
block to be directed to a load A separate group of windings Also verify that no continuity exists between these windings
for the battery charging circuit is effected by this rotating and the rotor shaft by leaving one ohmmeter lead attached to
field These windings produce an AC voltage that is directed the winding lead and the other ohmmeter lead touching the
into the bridge rectifier that converts it to DC voltage for the shaft no continuity should exist If continuity is found a
battery charging controller short exists
1 Rotating Windings Repeat this same check on the second group of windings
Single Capacitor Dual Capicator Rotate the engines crankshaft 180 to position the second
38 ohms 40 ohms diode and connections at 1200 oclock
To check the resistance values rotate the engines crankshaft
to position the diodes on the rotors shaft at 1200 oclock
To make a quick check of these windings presume the diode
is OK and place one of the ohmmeters leads on the connec
tion at the top of the diode and the other lead at the connec
tion at the base of the diode Compare readings with the
value above If a distinct difference is noted in the ohm DIODE
value carefully unsolder the lead on the top of the diode and
remove the diode from the rotor using a thin walled deep
well 11 mm 716 socket REAR CARRIER
BEARING
Engines Generators
Be GENERATOR 2 Diodes Residual voltage measured between line to neutral will be
8 95 ohm 46 volts AC between each pair of leads at the terminal
Use a 260 Simpson Analog Meter block This would be an indication that the stator windings
are OK Check exciter windings and artifically excite the
To check the diode unsolder the connection from the top generator
of the diode Place one ohmmeter lead on the connection
at the top of the diode and the other ohmmeter lead to the Group 1 Measure the resistance value between the
terminal with lead 1 and the terminal with lead 3 Check
diodes base Then reverse the position of the ohmmeter
leads that there is no continuity of Group 1 windings to the case
ground
A low resistance should be found with the leads in one
Group 2 Measure the resistance value between the
direction and infinite resistance blocking in the other
terminal with lead 4 and the terminal with lead 6 Check
direction
that there is no continuity of Group 2 windings to the case
Diode Rating 1600 volts 26 amps ground
The diodes rating is far in excess of the circuits require Check for a possible short between the two groups of stator
ments A diode failure could result from an overspeed or windings by placing one lead of the ohmmeter on the termi
load surge or a manufacturing defect nal with stator lead 3 and the other ohmmeter lead on the
terminal with stator lead 6 There should be no continuity
between the two groups of stator windings
e EXCITER WINDINGS AND CAPACITORS
n Single Capacitor Unit 19 ohm
Dual Capacitor Unit 22 ohm
m
I 50
DIODE IHz
J I
tirCITOrrt
MAIN STATOR WINDINGS 1 I
Single Capacitor Unit Dual Capacitor Unit BCAModel An AC voltage is induced in these windings by the rotating
06 ohm 04 ohm 03 ohm field Checking the residual voltage output from this winding
To check the main stator winding values at the AC terminal can determine the condition of the winding when
block first remove all AC output leads the ground connec tion and all brass interconnects from the terminals on the
Single Capacitor Model 1014 volts AC
block This will isolate the 6 leads on the terminal block Dual Capacitor Model 1416 volts AC
which make up the two main stator groups
An AC voltage can be measured across the capacitors while
NOTE The numbered leads on the terminal block are not in the generator is operating This voltage may be as high as
any particular numerical order They are as shown below 450 to 500 volts AC This voltage buildup is accomplished as
the exciter windings charge the Q8pacitors and the capaci
r tors discharge back into the exciter windings This AC volt
001 age reading is taken between the 60 hertz connector and the
connection plugged into the capacitors while the genera
tor is operating at its rated hertz 6L5620
1 4 3
0 0 0 This flow of saturating AC voltage in the exciter windings
5 2 6
produces a type of field that effects the
3 rotating auxiliary windings a beneficial result that produces
0 0 0
4 good motor starting for this type of generator
TERMINAL BLOCK To measure the resistance value of the exciter windings
locate the 9 and the 50 hertz capacitor connections
105 NOTE Three numbered capacitor connections exist 7 8
L J
and 9 and two hertz connections 50 and 60
Unplug any other connections from the capacitors noting
their position on the Engines Generators
Be GENERATOR one lead of the ohmmeter on plug connection 9 and NOTE The older single capacitor models used a 250
the other lead on plug connection 50 hertz Measure the microfarad capacitor All new model single value of the exciter windings Check to
make sure units now have a 35 microfarad capacitor When
there is no continuity to the case from replacing a capacitor in either an early model or a later
either of the two leads Also check that no continuity exists mode ensure that the correct rated capacitor is
between either the 50 hertz plug or the 9 plug and any of installed The capacitor rating is marked on the housing
the main stator winding leads on the AC terminal block see of the STATOR WINDINGS If continuity is found here a 250
Microfarad Capacitor PN 035985
fault exists between these two winding groups 35 Microfarad Capacitor PN 035978
1 Field Testing the Capacitors 3 12 Volt DC Excitation low or no AC output voltage
With a capacitor meter test the capacitor following the The generator can be excited using 12 volts DC taken
instructions found with the meter and compare the from the engines starting battery This voltage is applied
results with the value shown on the capacitor across the 50 and 9 leads of the exciter circuit wind
When a capacitor meter is not available follow this ings with any other numbered leads unplugged from the
simple field test capacitors The generators reaction during flashing will
help determine its fault
a Unplug connections from the capacitor NOTE Mark
on the connections so they can be reintalled
correctly
12 VDe
FIELD TESTING CAPACITORS
12 VDe
b With a jumper short across the two connections on
each capacitor that the two leads in step a above
were unplugged from This will make sure the
capacitor is discharged as it should be at shutdown
c With your ohmmeter set on the high R scale place its
plus lead on one capacitor connection and the neg
ative lead on the other capacitor connection A
resistance should be read and should rise slowly as the
meter attempts to charge the capacitor This indicates
a presumably good capacitor During 12 Volt Excitation
d Indications of a defective capacitor Output voltage normal range
1 Zero resistanceno rise in resistance value shorted Single Capacitor Unit Dual Capacitor Unit
capacity 2226 VAC 2428VAC
2 Infinite resistance open capacitor 8 A slight rise in output voltage with a loading of the
3 No continuity should be found between the capaci engine andor a growling noise from the generator end
tors connections apd the capacitors case or base will indicate a fault in the main stator windings
2 Capacitor Ratings Capacitor Meter b No rise or a very slight rise in the output voltage will
Note Ratings are found on the capacitor case indicate a fault in the exciter windings Check the
ohms values for the exciter windings
Single Capacitor Units 250 microfarads UiF 5
c Normal output voltage as specified above check
Dual Capacitor Units 315 microfarads UiF 5
exciter circuit Engines Generators
Be GENERATOR CHARGING CIRCUIT c Remove the positive lead from point 4 and con
nect the negative lead to point 4 and with the
NOTE This circuit is totally separate from the A C output of positive lead from the meter momentarily touch
the generator TheAC output of the generator affects this cir points 1 2 and 3 The needle should deflect show
cuits output but not the reverse ing passage through the diodes in the rectifier
1 Bridge Rectifier d With the negative lead still attached to point 4
Normal AC voltage to rectifier engine operating at 1800 touch point 5 with the positive lead The needle
rpm This voltage is measured across the two AC con should not deflect
nections on the bridge rectifier e Placethe positive lead of the meter on point 1
AC voltage to the bridge rectifier and the negative lead on point 3 The needle
should not deflect infinite resistance Reverse the
8 Noload off generator 160 volts AC leads to 1 and 3 Again there should be no deflec
b FuIlload off generator 175 volts AC tionIf the rectifier fails any of the above tests 8
Normal DC voltage out of rectifier This voltage is through e the rectifier is defective and should be
measured across the two DC connections on the bridge replaced
rectifier NOTE Test meter polarity may be reversed If so the test
DC Voltage from the rectifier results will be reversed
8 Noload off volts DC 3 Ballast Resistor 03 ohm
b FuIlload off generator 185 volts DC Early model integral controllers have a ballast resistor
installed along the DC plus lead running from the
2 AC Stator Winding 014 ohms bridge rectifier to the integral controller This coiltype
Lift the two AC leads off the bridge rectifier and measure resistor functions to suppress high amperage draw
the resistance value between these two leads with an coming from the controller when it is trying to charge a
ohmmeter This measurement should register 014 ohms discharged starting battery
No continuity should exist between either of these two
leads and the ground BALLAST RESISTOR
DC 60 Hz DC
CHARGE
INTEGRAL
CONTROLLER
To test the bridge rectifier if it is believed to be faulty
follow the test directions below Early controllers having this resistor in the DC charging
circuit are of the threelead type These threelead types
8 Set the ohmmeter scale on RX1 DC Set the meter consist of either three spade plugs in connections or
to zero three wire leads coming from the controIler
b Connect the positive lead from the meter to point The resistance value of the ballast coil is measured
4 With the negative lead from the meter between the lifted lead at the bridge rectifier and the
momentarily contact points 1 2 3 and 5 The 60 hertz connection unplugged from the controller that
needle should not move showing infinite resistance is controllers having plugs in the connector
Controllers with three leads coming from the controller
measure resistance between the unplugged 60 hertz con
nection at the bridge rectifier and the brown lead connec
tion on the coil resister terminal block
4 Integral Controller IC
The integral controller is an encapsulated solid state unit
that supplies a DC charging voltage to the generators
starting battery while the generator is operating
Charging Voltage 130 140 volts DC
Charging Amperage 0 10 amps DC
Engines Generators
Be GENERATOR A separate group of stator windings supplies AC voltage
to a bridge rectifier that converts the AC current to DC
current to supply the integral controller unit The integral
A CAUTION Failure of the solenoid plunger to
bottom in the solenoid will result in a failed solenoid
controller unit senses the starting batterys needs and sup
plies a DC charge as needed If the integral controller is
believed to be faulty resulting in a low starting battery
check the charging circuit components D and all con To avoid failure of the solenoid make sure the solenoid
nections in the circuit and to the battery for cleanliness plunger bottoms in the solenoid Check the solenoids
and for tightness including the ground before replacing operation at the initial startup Periodically lubricated link
the integral controller unit age joints between the solenoid plunger and the throttle arm
will eliminate binding
NOTE When first started the integral controller unit will
produce a low charging rate This charging rate will rise NOTE The solenoid plunger must move smoothly and rapidly
as the unit is operated into the solenoid when the solenoid is electrically energized
drawing the engines throttle arm into the SET SPEEDRUN
New fourwire controllers eliminate the ballast resistor
circuit since the ballast resistors function is now handled position
internally Whenever replacing an early style controller 50 Hertz 60 Hertz Adjustment
with the newer fourwire model remove the ballast resis When increasing the length of the throttle adjustment link
tor and its wiring age this increased length moves the throttle arm into a
slower speed range to be adjusted and secured in the 50 hertz
noload range Conversely shortening this throttle adjustment
linkage moves the throttle arm into a faster speed range to be
adjusted and secured in the 60 hertz noload range
NOTE On some models the solenoid attachment bracket is
slotted at its attachment to the engine to allow movement of
the bracket with the solenoid to make speed adjustments
Engine Hertz Adjustment
The BC model generator is capable of 60 or 50 hertz opera
tion with corresponding AC output voltage The following
steps must be followed when changing the generators hertz
rating and corresponding AC voltage output
1 Terminal Block HertzAC Voltage
OUTPUT OC VOLTS ItHl2
ADJUSTMENT POD To make the desired hertz and AC voltage change
OR 2 VDC
properly connect the AC terminal connection to the
generators terminal block see Note the
positioning of the copper connectors between terminals
NOTE White green negative and white black
ground are Later model controllers
have solid color wires no white ie red yellow green
and FREQUENCY HERTZ ADJUSTMENT
To increase or decrease the speed of a diesel
adjust the linkage between the throttle arm and the
solenoid plunger with the plunger completely bottomed in
the 1043
THROmE
ADJUSTMENT 526
LINKAGE
FUEL SOLENOID 110v50Hz
Engines Generators
Be GENERATOR Capacitor Hertz Connections 4 Speed A4justment Hertz
8 Single capacitor models One connection on the 8 Adjust the linkage between the throttle arm and the
capacitor corresponds to the hertz speed of the gen fuel solenoid to produce the correct noload hertz
erator These connections are labeled 60 60 hertz b Adjust the throttle arm against its stop to produce the
and 50 50 hertz Unplug the hertz connection that correct noload hertz
needs to be changed and plug in the hertz connection
required for the desired hertz rating NoLoad Voltage Adjustment
If the generator was producing the correct noload voltage
before the hertz change this adjustment may not be neces
sary In the event a noload adjustment is needed proceed as
follows
1 Shut off the generator
NOTE THE 7 PLUG
IS SHOWN CONNECTED
A WARNING DO NOT attempt to make a noload
TO THE CAPACITOR
ONLY AS AN EXAMPLE
voltage adjustment while the generator is operating
The capacitor can hold a 450500 volt charge
Touching any wiring can result in a severe electrical
shock In addition attempting to make a noload
A CAUTION Make sure the insulating covers voltage adjustment when the generator is operating
on the unused leads are in place and that the can cause fingers to be caught in the generators
leads never come in contact with each other or rotor
come in contact with the case
2 Refer to the illustrations before making any adjustments
b Dual capacitor models The capacitor on the left side Note that there are three plugs grouped for the right
of the generator end contains the connections corre capacitor terminal 7 8 and 9 If the generators no
sponding to the hertz speed produced by the genera load voltage is low then disconnect the lower numbered
tor These connections are labeled 60 60 hertz and plug and connect the plug with the next higher number If
50 50 hertz Unplug the hertz connection that needs the generators noload voltage is high then disconnect
to be changed and plug in the hertz connection the higher numbered plug and connect the plug with the
required for the desired hertz rating next lower number Note that the plug presently con
nected to this terminal may be anyone of the three plugs
available
60Hz
50Hz LEAD
LEAD
NOTE THE 7 PLUG
IS SHOWN CONNECTED
NOTE THE 7 PLUG TO THE CAPACITOR
IS SHOWN CONNECTED ONLY AS AN EXAMPLE
TO THE CAPACITOR
ONLY AS AN EXAMPLE
A CAUTION Make sure the insulating covers on
the unused leads are in place and that the leads
never come in contact with each other or come in
contact with the case
3 Integral Controller 3 Wire
Early model integral controllers of the 3 wire type had a
60 or 50 hertz connection The plugin type had a 60 or NOTE THE 117 PLUG
IS SHOWN CONNECTED
50 lead plugged into the controller that corresponded to TO THE CAPACITOR
ONLY AS AN EXAMPLE
the hertz produced Change this connection when chang
ing the generators hertz rating
Engines Generators
DC ELECTRICAL SYSTEM
44 BC 60 BC GENERATOR WIRING DIAGRAM 35951
WATER TEMP
SENDER
BlKtIl4
FUEL
OIL PRESSURE
01 L PRESSURE BATTERY
CHARGER
EMERGENCY STOP SWITCH aJTPUT
EQiER
EXHAUST
TEMP SWITCH
NOTE
21fl
I
I GROUND TO BLOCK
BATTERY
PREHEAT
STANDAR INSTRUMENT PANELJ
Engines Generators
DC ELECTRICAL SYSTEM
44 BC 60 BC GENERATOR WIRING SCHEMATIC 35951
NOTE 2 START SOL STARTER
r M
L j20A PHSOL
BATTERY
CHARGER
EXHT SIN OJ SW WTSW
r lsTOP
I J
START SW
PHSW
WTSNOR
oP oPSNDR
VOLTS
HOURS
IINSTRUMiIL AND STOPPING PUSH PREHEAT SWITCH FIRST HOLD FOR 15 TOGO SECONDS AS REOUIRED
2WHILE CONTINUING TO PUSH PREHEAT SWITCH PUSH START SWITCH
3 WHEN GENERATOR STARTS RELEASE START SWITCH ONLY
4WHEN OIL PRESSURE REACHES APPROXIMATELY 20PSI RELEASE PREHEAT SWITCH
THE PRElEAT SWITCH OVERIDES THE LOW OIL PRESSURE SHUTDOWN CIRCUIT
PUSH AND HOLD THE STOP SWITCH UNTIL THE GENERATOR STOPS THIS PROOUCT IS PROTECTED BY A MANUAL RESET CIRCUIT BREAKER LOCATED NEAR THE STARTER
AND AS CLOSE TO THE SOUCE OF CUENT AS POSSIBLE EXCESSIVE CURRENT DRAW ANYWHERE
IN THE INSTRUMENT PANEL OR ENGINE WIRING WILL CAUSE THE BREAKER TO TRIP IN THIS EVENT
MOST GENERATORS WILL SHUT DOWN BECAUSE THE OPENED BREAKER DISCONNECTS THE FUEL SUPPLY
THEREFORE THE BUILDEROWNER MUST BE SURE THAT THE INSTRUMENT PANEL AND ENGINE WIRING
ARE INSTALLED 10 PREVENT CONTACT BETWEEN ELETRICAL DEVICES AND SALT WATER
2AN ONOFF SWITCH SHOULD BE INSTALLED IN THIS CIRCUIT 10 DISCONNECT THE STARTER FROM THE
BATTERY IN AN EMERGENCY AND WHEN LEAVING THE BOAT TWELVE VOLT DIESEL ENGINE STARTERS
TYPICALLY DRAW 200 TOO AMPS WillEN CRANKING THE DURATION OF INDIVIDUAL CRANKING CYCLES
SHOULD NOT EXCEED 30 SECONDS A SWITCH WITH A CONTINUOUS RATING OF 175 AMPS AT 12VDC
WILL NORMALLY SERVE THESE FUNCTIONS BUT A SWITCH MUST NEVER BE USED 10 MAKE THE STARTER STARTER SOLENOIDS DRAW 15 AMPS THEREFORE THE VOLTAGE DROP IN
THIS CONDUCTOR MUST
BE NO GREATER THAN IOtON THE PATH FROM THE STANDARD START SWITCH TO ANY REMOTE SWITCHES
AND BACK 10 THE STANDARD START SWITCH IF THIS REQUIRES IMPRACTICALLY LARGE CONDUCTORS
THEN A RELAY MAY BE ADDED TO CONTROL THE STARTER SOLENOID ITSELF
Engines Generators
Engines 499

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