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DIESEL AND GASOLINE
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
Exhaust gasses contain Carbon Monoxide, an odorless and
colorless gas. Carbon Monoxide is poisonous and can cause
unconsciousness and death. Symptoms of Carbon Monoxide expo-
sure can include:
· Dizziness · Throbbing in Temples
· Nausea · Muscular Twitching
· Headache · Vomiting
· Weakness and Sleepiness · Inability to Think Coherently
IF YOU OR ANYONE ELSE EXPERIENCE ANY OF THESE SYMPTOMS,
GET OUT INTO THE FRESH AIR IMMEDIATELY. If symptoms persist,
seek medical attention. Shut down the unit and do not restart until
it has been inspected and repaired.
A WARNING DECAL is provided by
WESTERBEKE and should be fixed to a
bulkhead near your engine or generator.
WESTERBEKE also recommends installing
CARBON MONOXIDE DETECTORS in the
living/sleeping quarters of your vessel.
They are inexpensive and easily
obtainable at your local marine store.
INTRODUCTION PREVENT BURNS -- FIRE
Read this safety manual carefully. Most accidents are caused
by failure to follow fundamental rules and precautions.
Know when dangerous conditions exist and take the
WARNING: Fire can cause injury or death!
necessary precautions to protect yourself, your personnel,
and 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
WARNING: Do not touch AC electrical connections arrester removed. Backfire can cause severe injury or
while engine is running, or when connected to shore
Do not operate with the air cleaner/silencer removed.
power. Lethal voltage is present at these connections! Backfire can cause severe injury or death.
Do not smoke or permit flames or sparks to occur near the
Do not operate this machinery without electrical fuel system. Keep the compartment and the engine/genera-
enclosures and covers in place. tor 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
WARNING: Explosions from fuel vapors can cause
injury or death!
Do not connect utility shore power to vessel's AC
circuits, except through a ship-to-shore double throw Follow re-fueling safety instructions. Keep the vessel's
transfer switch. Damage to vessel's AC generator may hatches closed when fueling. Open and ventilate cabin
result if this procedure is not followed. after fueling. Check below for fumes/vapor before
running the blower. Run the blower for four minutes
Electrical shock results from handling a charged capacitor. before starting your engine.
Discharge capacitor by shorting terminals together.
All fuel vapors are highly explosive. Use extreme care when
PREVENT BURNS -- HOT ENGINE handling and storing fuels. Store fuel in a well-ventilated
area away from spark-producing equipment and out of the
WARNING: Do not touch hot engine parts or
reach of children.
Do not fill the fuel tank(s) while the engine is running.
exhaust system components. A running engine gets very
Shut off the fuel service valve at the engine when servicing
the fuel system. Take care in catching any fuel that might
spill. DO NOT allow any smoking, open flames, or other
Always check the engine coolant level at the coolant sources of fire near the fuel system or engine when
recovery tank. servicing. Ensure proper ventilation exists when servicing
the fuel system.
WARNING: Steam can cause injury or death! Do not alter or modify the fuel system.
Be sure all fuel supplies have a positive shutoff valve.
In case of an engine overheat, allow the engine to cool Be certain fuel line fittings are adequately tightened and
before touching the engine or checking the coolant. free of leaks.
Make sure a fire extinguisher is installed nearby and is
properly maintained. Be familiar with its proper use.
Extinguishers rated ABC by the NFPA are appropriate
for all applications encountered in this environment.
ACCIDENTAL STARTING TOXIC EXHAUST GASES
WARNING: Accidental starting can cause injury WARNING: Carbon monoxide (CO) is a deadly gas!
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
it last. manifolds/water-injected elbow is securely attached.
Make certain all personnel are clear of the engine before Be sure the unit and its surroundings are well ventilated.
starting. Run blowers when running the generator set or engine.
Make certain all covers, guards, and hatches are re- Do not run the generator set or engine unless the boat is
installed before starting the engine. equipped with a functioning marine carbon monoxide
detector that complies with ABYCA-24. Consult your boat
BATTERY EXPLOSION builder or dealer for installation of approved
WARNING: Battery explosion can cause injury For additional information refer to ABYC T-22
or death! (educational information on Carbon Monoxide).
Do not smoke or allow an open flame near the battery WARNING: Carbon monoxide (CO) is an invisible
being serviced. Lead acid batteries emit hydrogen, a odorless gas. Inhalation produces flu-like symptoms,
highly explosive gas, which can be ignited by electrical nausea or death!
arcing or by lit tobacco products. Shut off all electrical
equipment in the vicinity to prevent electrical arcing Do not use copper tubing in diesel exhaust systems. Diesel
during servicing. fumes can rapidly destroy copper tubing in exhaust systems.
Never connect the negative () battery cable to the Exhaust sulfur causes rapid deterioration of copper tubing
positive (+) connection terminal of the starter solenoid. resulting in exhaust/water leakage.
Do not test the battery condition by shorting the terminals Do not install exhaust outlet where exhaust can be drawn
together. Sparks could ignite battery gases or fuel vapors. through portholes, vents, or air conditioners. If the engine
Ventilate any compartment containing batteries to prevent exhaust discharge outlet is near the waterline, water could
accumulation of explosive gases. To avoid sparks, do not enter the exhaust discharge outlet and close or restrict the
disturb the battery charger connections while the battery flow of exhaust. Avoid overloading the craft.
is being charged.
Although diesel engine exhaust gases are not as toxic as
Avoid contacting the terminals with tools, etc., to prevent
exhaust fumes from gasoline engines, carbon monoxide
burns or sparks that could cause an explosion. Remove gas is present in diesel exhaust fumes. Some of the
wristwatch, rings, and any other jewelry before handling symptoms or signs of carbon monoxide inhalation or
the battery. poisoning are:
Always turn the battery charger off before disconnecting Vomiting Inability to think coherently
the battery connections. Remove the negative lead first
and reconnect it last when servicing the battery. Dizziness Throbbing in temples
Headache Muscular twitching
BATTERY ACID Nausea Weakness and sleepiness
WARNING: Sulphuric acid in batteries can cause AVOID MOVING PARTS
severe injury or death!
When servicing the battery or checking the electrolyte
WARNING: Rotating parts can cause injury
level, wear rubber gloves, a rubber apron, and eye protec-
tion. Batteries contain sulfuric acid which is destructive. If Do not service the engine while it is running. If a
it comes in contact with your skin, wash it off at once with situation arises in which it is absolutely necessary to make
water. Acid may splash on the skin or into the eyes inad- operating adjustments, use extreme care to avoid touching
vertently when removing electrolyte caps. moving parts and hot exhaust system components.
Do not wear loose clothing or jewelry when servicing ABYC, NFPA AND USCG PUBLICATIONS FOR
equipment; avoid wearing loose jackets, shirts, sleeves,
rings, necklaces or bracelets that could be caught in INSTALLING DIESEL ENGINES
moving parts. Read the following ABYC, NFPA and USCG publications
for safety codes and standards. Follow their
Make sure all attaching hardware is properly tightened.
recommendations when installing your engine.
Keep protective shields and guards in their respective
places at all times. ABYC (American Boat and Yacht Council)
"Safety Standards for Small Craft"
Do not check fluid levels or the drive belts' tension while
the engine/generator is operating. Order from:
Stay clear of the drive shaft and the transmission coupling
when the engine is running; hair and clothing can easily be 3069 Solomon's Island Rd.
caught in these rotating parts. Edgewater, MD 21037
NFPA (National Fire Protection Association)
HAZARDOUS NOISE "Fire Protection Standard for Motor Craft"
WARNING: High noise levels can cause hearing NFPA
loss! 11 Tracy Drive
Avon Industrial Park
Never operate a generator without its muffler installed. Avon, MA 02322
Do not run an engine with the air intake (silencer) USCG (United States Coast Guard)
removed. "USCG 33CFR183"
Do not run engines or generators for long periods with
their enclosures open. U.S. Government Printing Office
Washington, D.C. 20404
WARNING: Do not work on machinery when you
are mentally or physically incapacitated by fatigue!
Many of the preceding safety tips and warnings are repeated
in your Operators Manual along with other cautions and
notes to highlight critical information. Read your manual
carefully, maintain your equipment, and follow all safety
GASOLINE ENGINE AND GENERATOR INSTALLATIONS
Preparations to install an engine should begin with a
thorough examination of the American Boat and Yacht
Council's (ABYC) standards. These standards are a
combination of sources including the USCG and the NFPA.
Sections of the ABYC standards of particular interest are:
P-1 Exhaust Systems
P-4 Inboard Engines
E-9 DC Electrical Systems
All installations must comply with the Federal Code of
When installing WESTERBEKE engines and generators it is important that strict
attention be paid to the following information:
CODES AND REGULATIONS
Strict federal regulations, ABYC guidelines, and safety codes must be complied with
when installing engines and generators in a marine environment.
For installations where the exhaust manifold/water injected exhaust elbow is close to
or will be below the vessel's waterline, provisions must be made to install a siphon-
break in the raw water supply hose to the exhaust elbow. This hose must be looped a
minimum of 20" above the vessel's waterline. Failure to use a siphon-break when
the exhaust manifold injection port is at or below the load waterline will result in
raw water damage to the engine and possible flooding of the boat.
If you have any doubt about the position of the water-injected exhaust elbow relative
to the vessel's waterline under the vessel's various operating conditions, install a
NOTE: A siphon-break requires periodic inspection and cleaning to ensure proper
operation. Failure to properly maintain a siphon-break can result in catastrophic
engine damage. Consult the siphon-break manufacturer for proper maintenance.
The exhaust hose must be certified for marine use. The system must be designed to
prevent water from entering the exhaust under any sea conditions and at any angle AVAILABLE FROM
of the vessels hull. YOUR WESTERBEKE
A detailed 40 page Marine Installation Manual covering gasoline and
diesel, engines and generators, is available from your WESTERBEKE
TABLE OF CONTENTS
Introduction .......................................................................2 Fuel System .....................................................................24
Installation Codes and Safety Standards......................2 Fuel Tanks General .................................................24
Recommended Reading ...............................................2 Fuel Tanks Gasoline................................................24
Product Software ..........................................................3 Fuel Tanks Located Above The Engine/Generator ....25
Notes, Cautions and Warnings .....................................3 Fuel Tanks Located Below The Engine/Generator ....25
Inspection of Shipment ................................................3 Gasoline Engine Fuel Tanks.......................................25
Engine Location and Mounting ......................................4 Diesel Fuel System Anti-Siphon Devices ..................25
Engine Location ...........................................................4 Dual Purpose Fuel Tank .............................................26
Engine Bed ...................................................................4 Fuel Lines...................................................................26
SSB Radio/Electronic Grounding ................................4 Rigid Fuel Lines ......................................................26
Engine Mounting..........................................................5 Flexible Fuel Lines ..................................................26
Shut-Off Valves ..........................................................27
Generator Location and Mounting ................................6
Fuel Filters .................................................................27
Generator Mounting .....................................................6
SOUND GUARD.........................................................7 Cooling System ...............................................................28
Raw Water Intake .......................................................28
Rigging and Lifting ...........................................................8
Raw Water Outlet .......................................................28
Propeller Shaft Alignment ..............................................9 Fittings........................................................................28
Propeller Shaft Coupling (Engines) .............................9 Coolant Recovery Tank..............................................29
Flexible Couplings .......................................................9 Coolant .......................................................................29
Engine Oil .........................................................................30
Propeller Selection ........................................................11 Oil Specifications .......................................................30
Exhaust System ...............................................................12 Oil Drain Hose ...........................................................30
Recommended Guidelines .........................................12 Oil Dipstick ................................................................30
Water Separator Exhaust Systems..............................15 Pressure Sensing Devices...........................................30
Dry Stack Exhaust Systems .......................................15 Relocating Engine Parts .............................................30
Exhaust Back Pressure ...............................................15 Remote Oil Filter ............................................................31
Exhaust Hose..............................................................16 Installation ..................................................................31
Exhaust Elbow ...........................................................17
Precautions .................................................................18 Ventilation .......................................................................32
Electrical System ...........................................................19 Water Heater Connections............................................33
DC Electrical Connections .........................................19
Control Panels for Propulsion Engines ......................19 Transmission ...................................................................34
Diesel Generator Instrument Panels...........................19 Transmission ..............................................................34
Optional Instrument Panel (Gasoline Generators).....19 Shipment.....................................................................34
Optional Remote Start/Stop Panel Fluid ...........................................................................34
(Diesel and Gasoline Generators) ..............................19 Control Cables - ZF ...................................................34
Control Wiring ...........................................................20 Borg Warner Velvet Drive..........................................35
AC Wiring (Generators).............................................20 Installation - Final Check .............................................36
Batteries......................................................................20 Wire Sizing Chart ............................................................37
Grounding...................................................................20 Metric Conversion Chart ...............................................38
Admiral Control Panel ...............................................22
Captain Control Panel ................................................23
This marine Installation Manual covers all WESTERBEKE Within the CFRs are the detailed requirements applicable
Engine and Generator models, both diesel and gasoline. The to boats with gasoline engines. The majority of requirements
purpose of this manual is to provide boatyards and installers pertinent to recreational vessels are contained in 33 CFR
who are already familiar with installation procedures, addi- Part 183.
tional detailed installation instructions to ensure the safest
and most efficient operating conditions. These instructions · Subpart I--Electrical Systems 183.401183.460
may vary due to the many WESTERBEKE Engines and · Subpart J--Fuel Systems 183.501183.572
Generators available and the diversity of boat designs. · Subpart K--Ventilation 183.601183.630
Proper location and installation of the engine or generator in Standards for marine carburetors and the requirements for the
the vessel are of prime importance. Factors in the installation backfire flame arrester are contained in 46 CFR Subparts
that must be considered are: 25.35 and 58.10. Also within Subpart 58.10 are the exhaust
manifold and exhaust system requirements for both gasoline
1. Ventilation, to provide air for engine combustion and and diesel engine installations. Several publications that
to remove heat produced by the engine/generator while address these federal mandates, making compliance easier,
2. Exhaust System, to properly discharge cooling water, · The USCG Fuel System, Electrical System and
quiet the exhaust, and expel exhaust gas. Install a Ventilation Compliance Guidelines
· The USCG Safety Standards for Backyard Boat Builders
3. Cooling Water Supply, to cool the engine with a
continuous flow of filtered raw water. · The National Fire Prevention Association NFPA302
Fire Protection Standard for Pleasure and Commercial
4. Fuel System, to provide an unrestricted fuel supply and Motor Craft
properly filtered fuel to the fuel pump.
· The ABYC Standards and Recommended Practices for
5. Electrical Connections, both AC and DC and proper Small Craft
The ABYC Standards Manual is the most comprehensive and
6. Transmission Propeller Connections (Engines only) widely used reference. ABYC constantly revises and updates
Please read this manual carefully and observe the safety its "projects," as it calls each topic section. The manual is
precautions. Should your engine or generator require easy to read and quite detailed. Adherence with these
servicing, contact your WESTERBEKE dealer. For Serial standards will put the recreational boater in compliance with
Number location, Decal information or Parts Ordering federal mandates. Anyone considering installing an engine
information, refer to your WESTERBEKE Operators or generator should start with a thorough review of these
· H-2--Ventilation of Boats Using Gasoline
INSTALLATION CODES AND SAFETY STANDARDS · H-24--Gasoline Fuel Systems
Recommended publications concerning Safety Codes and · P-1--Installation of Exhaust Systems
standards are listed in this safety section. Following is a · P-4--Marine Inboard Engines
summary of what these standards include. Both the U.S. · E-9--DC Electrical Systems Under 50 Volts
Code (USC), which are the laws passed by Congress, and the USCG "inspected vessels," especially those carrying
Code of Federal Regulations (CFR), which are agency passengers for hire, are required to meet even more stringent
generated rules, contain pertinent information. standards than those discussed above. A very thorough
Title 46 Chapter 43 of the USC applies specifically to review of the applicable CFRs is necessary before the Coast
recreational vessels. It gives the Secretary of Transportation Guard arrives for their inspection.
the authority to set the standards for boats that are
manufactured and operated in the United States. It also spells Recommended Reading
out the penalties for violation of the standards. For added information on installing Marine Engines and
According to Title 46 USC 4307, a person may not Generators, WESTERBEKE recommends the following
manufacture, construct, assemble, offer for sale, introduce books:
into interstate commerce, or import into the United States · Elements of Yacht Design Skene
any recreational vessel that does not comply with the federal · Marine Engines Calder
regulations. Any associated equipment or component used on · The Propeller Handbook Gerr
one of these vessels must also be in compliance. Further, a
person is prohibited from operating any vessel that does not
comply with the regulations.
PRODUCT SOFTWARE INSPECTION OF SHIPMENT
Product software, (tech data, parts lists, manuals, brochures The engine/generator is shipped from the factory securely
and catalogs) provided from sources other than mounted and properly crated. Accessory equipment is
WESTERBEKE are not within WESTERBEKE's control. shipped in a separate small box, usually packed within the
WESTERBEKE CANNOT BE RESPONSIBLE FOR THE
CONTENT OF SUCH SOFTWARE, MAKES NO Before accepting shipment of the engine from the
WARRANTIES OR REPRESENTATIONS WITH RESPECT transportation company, the crate should be opened and the
THERETO, INCLUDING ACCURACY, TIMELINESS OR contents inspected for damage. If there is either visible or
COMPLETENESS THEREOF, AND WILL IN NO EVENT concealed damages, you should require the delivery agent to
BE LIABLE FOR ANY TYPE OF DAMAGE OR INJURY write "Received in damaged condition" on the delivery
INCURRED IN CONNECTION WITH OR ARISING OUT receipt. Also compare the contents of the shipment against
OF THE FURNISHING OR USE OF SUCH SOFTWARE. the packing list and make sure that any discrepancies are
properly noted. This is your protection against loss or
WESTERBEKE customers should also keep in mind the damage. Claims concerning loss or damage must be made to
time span between printings of WESTERBEKE product the carrier, not to WESTERBEKE Corporation.
software and the unavoidable existence of earlier
WESTERBEKE manuals. In summation, product software NOTE: For safety reasons, the engine is NOT filled with
provided with WESTERBEKE products, whether from lubricating oil for shipment. Before leaving the factory,
WESTERBEKE or other suppliers, must not and cannot be however, each engine/generator is thoroughly tested with oil
relied upon exclusively as the definitive authority on the in its engine. This testing, among other things, provides all
respective product. It not only makes good sense but is internal parts with a coating of oil. This oil acts as a
imperative that appropriate representatives of preservative, providing reliable protection against corrosion
WESTERBEKE or the supplier in question be consulted to for at least one year if the engine/generator is properly
determine the accuracy and currentness of the product stored.
software being consulted by the customer.
NOTES, CAUTIONS AND WARNINGS
As this manual takes you through the installation procedures
for your engine/generator, critical information will be high-
lighted by NOTES, CAUTIONS, and WARNINGS. An
NOTE: An operating procedure essential to note.
CAUTION: Procedures which, if not strictly
observed, can result in the damage or destruction of
WARNING: Procedures which, if not properly fol-
lowed, can result in personal injury or loss of life.
ENGINE LOCATION AND MOUNTING
ENGINE LOCATION Many boat manufacturers are now providing preformed
fiberglass mounting beds for their engine installations. These
The overall layout of the engine room should be planned for beds, when used, should be of sufficient thickness for proper
easy inspection, servicing, and handling of the engine. support and should be well-glassed to the hull when installed.
Thoroughly study all the equipment to be installed and make
a paper plan to provide optimum engine room space. Avoid the temptation to install the engine on a pair of angle
Consider the following: irons glassed in place. Such a construction will allow
1. Ventilation Since an increase in engine room vibration to pass through to the hull. Flexible engine
temperature causes a reduction in the intake air and thus a mounts require a firm foundation.
drop in engine output, ventilation inside the engine room
must be ample. See your Operators Manual for the
ventilation requirements for your engine/generator.
a. Dimension and capacity with a ventilator installed
b. Dimension and capacity with an intake duct
2. Engine Room Height For engines having a top oil fill,
the distance from the oil cap at the top of the rocker cover
to the overhead must be enough that oil can easily be
3. Space to move the propeller shaft flange Allow
approximately 3 - 4 in (7.7 - 10.0 cm) of space to move
the flange toward the stern for changing the transmission,
4. Exhaust System Make sure there is adequate space for
all exhaust system components, including the exhaust
silencer. See the BASIC EXHAUST SYSTEMS section in
A strong mounting bed contributes to the satisfactory
alignment and operating of the engine. The bed must be
rigidly constructed, and neither deflect nor twist when it is
subjected to the engine's weight or to the pressures that the
boat may experience while operating in rough seas. The bed
must be strong enough to keep the engine's alignment within
one or two thousands of an inch at all times. The bed has to
withstand the forward push of the propeller shaft. It is also
critical that the beds are parallel to one another and to the
line of the propeller shaft when viewed from above. They
also must be offset an equal distance from the line of the
In fiberglass hulls, we recommend that solid wooden support
stringers similar to those in wooden hulls be formed and
fitted, then glassed securely to the hull. This will allow the
hanger bolts to be installed firmly in the wood, thereby
reducing noise and transmitted vibration. When preparing the engine load, also plan out and build an
engine drip pan. To simplify cleaning up after oil changes,
The stringers must be as wide or wider than the engine
consider a separate drip pan for use under the oil and fuel
mounting isolator. Avoid excessive height. Isolator overhang
and/or rounded stringer surfaces are detrimental to the
flexible mounts' ability to retain vibration.
Supports between the bed stringers and supports extending at SSB RADIO/ELECTRONIC GROUNDING
right angles from the stringers to the hull may be required for If your boat needs a ground plane for a radio and other
proper strength and to aid in the absorption of vibrations. electronic gear, this is the ideal time to bond a substantial
The engine bed must be constructed so that a wrench can be area of copper mesh into the base of the engine space while
set at the engine base to retighten the engine mounting bolts it is accessible.
at the mounting feet.
ENGINE LOCATION AND MOUNTING
ENGINE MOUNTING The engine's mounting angle cannot exceed 15L from the
horizontal plane. Refer to the specification section in your
Bronze or stainless steel hanger bolts of appropriate size are
operating manual for the angle limit of your engine.
recommended for use through the engine's flexible mounts.
Less preferred are lag screws because their hold on the wood NOTE: There are various transmissions that provide down
is weakened every time they are moved, whereas hanger angle output flanges to help in positioning the engine on a
bolts stay in position. If the nut on top of the hanger bolt is more level plane.
removed to allow the engine to be lifted, the hanger bolt
itself remains in place as a stud. Consequently, the bond
between the hanger bolt and the wood is not weakened by
the removal of the nut or the engine.
To screw a hanger bolt onto a stringer, thread two nuts onto
the hanger bolt, jam them together, then turn the hanger bolt
into the stringer using a wrench on the uppermost nut.
GENERATOR LOCATION AND MOUNTING
GENERATOR LOCATION GENERATOR MOUNTING
A solid, level mounting platform is very important for the Generator mounting rails have numerous pre-drilled bolt
proper operation of your generator. Select a location that will holes to ensure that the generator is properly positioned and
allow adequate space on all sides for ventilation and secured to its mounting platform.
servicing, preferably on, and parallel with, the keel or vessel
center line. Keep the generator away from living quarters,
and away from bilge splash and vapors.
Make sure there is room to access the following service
· Negative and positive battery connections
· Fuel inlet and outlet connections
· Oil fill and oil drain hose
· Raw water inlet and outlet
· Location of the (owner supplied) fuel/water fuel filter.
A generator will rock on its mounts in rough seas, therefore
clearance is necessary on all sides. Larger generators require
up to a three-inch (76mm) clearance.
Avoid supporting the generator from bulkheads which can
create drumming effects and transmit noise and vibration
throughout the boat.
Generator location is preferable in the same room or
compartment as the propulsion engine, as this is usually a
well ventilated area, insulated, close to the fuel supply and
the center of the electrical load distribution. However, a
generator cannot be installed in the propulsion engine
compartment unless specific conditions are met.
USCG regulation 33CFR183 pertains to gasoline fuel
systems, and requires a generator operating in a gasoline fuel
environment to be "ignition protected." This means a
generator capable of operating in an explosive environment
without igniting that environment. Properly installed and
operated, a WESTERBEKE gasoline generator can operate
in an explosive environment.
WARNING: Gasoline fire or explosion can result in
severe personal injury or death. Do not install a
gasoline generator in the same room or compartment as
a diesel engine or generator. The diesel unit may not be
ignition protected and may ignite gasoline fumes. Be
sure a gasoline generator is installed in its own room or
compartment on a diesel powered boat.
Do not install a diesel generator in the same room or
compartment as a gasoline engine.
There are custom designed sound enclosures for each model
of WESTERBEKE generators. The Sound Guard is a rigid,
attractive, easy to clean enclosure that reduces the generator
noise to a pleasant hum. The enclosure can be assembled
easily in close quarters.
Quick action fittings allow for easy access for inspection or
routine maintenance of the generator. If major repairs are
needed, all the panels can be disassembled in a few minutes.
No tools required.
Sound Guard is pre-packaged with the skirt and base
assembled to assure a safe arrival and easy assembly.
WESTERBEKE provides the necessary fittings and
connecting hoses for water, exhaust, fuel and battery
For a quiet, dependable sound enclosure, contact your
RIGGING AND LIFTING
The engine/generator is fitted with lifting eyes. Attach wire If it becomes necessary to hoist the engine/generator
rope or chain slings capable of supporting the engine/ front-end (pulley/drive belt end) upwards or rear-end (fly-
generator's weight to the eyes and lift the engine/generator by wheel/generator end) upwards, the attachment of lifting
means of tackle attached to these slings. The lifting eyes have slings must be done carefully to avoid damaging the parts on
been designed to carry the full weight; auxiliary slings are which the weight of the slings may bear.
NOTE: Rigging work is best done by someone experienced
and competent in handling heavy machinery.
WARNING: Sings must NOT be so short as to place
stress on the lifting eyes. A sling must be long enough so
that its angle to the vertical plane does not exceed 10 .
The general rule in moving an engine/generator is to ensure
that all equipment used is adequately strong and firmly fixed
in place. Move the engine/generator a little at a time and
make sure it is firmly supported. Eliminate the possibility of
accidents by avoiding haste. Do not lift by the crankshaft
WARNING: Make certain all personnel stand clear
during lifting and lowering operations.
In certain situations it may be necessary to lift the
engine/generator in positions other than the horizontal
position. Certain situations require it to be lowered endwise
through a small hatchway which cannot be made larger. If
the opening of the hatchway is extremely small, it is possible
to reduce the outside dimensions of the engine/generator by
removing external components such as the cooling system
piping, the heat exchanger, certain filters, the mounting rails
(on generators) and other obstructive components. These
should be removed by a competent mechanic and special
care should be taken to avoid damage to any exposed parts.
Be careful not to allow dirt to enter any openings created by
the removal of equipment. Reinstall the components in their
original positions after the engine is in its installation area.
Replace gaskets as needed for the parts that were removed.
PROPELLER SHAFT ALIGNMENT
PROPELLER SHAFT COUPLING (Engines)
A propeller shaft half-coupling is available for all engine
models. It is bored to shaft size for the specific order, and has
either a keyway with set screws and two locking bolts, or is
of the clamping type with a keyway.
This coupling is carefully machined to allow a slight
forced-fit onto the shaft and to make an accurate mating
surface between the coupling and the output flange of the
The forward end of the propeller shaft has a long straight
keyway. Any burrs should be removed from the shaft's end.
The coupling should be a light drive fit onto the shaft, and
the shaft should not have to be scraped down or filed in order
to get a fit. It is important that the key be properly fitted to
both the shaft and to the coupling. The key should fit the side
of the keyway closely but should not touch the top of the
keyway in the hub of the coupling.
If driving the coupling over the shaft is difficult, the coupling
can be expanded by heating it in a pail of boiling water. The
face of the propeller coupling must be exactly perpendicular
to the center line (axis) of the propeller shaft. Have a
machine shop fit the coupling and face the coupling so that
the mating surface of the flange is at a perfect right angle to
the propeller shaft.
After driving the coupling over the shaft, remove the two
locking bolts from the coupling and countersink the shaft
below each locking bolt hole. Insert and tighten the two
bolts, then wire the two bolt heads together with stainless
wire. This will secure the coupling to the shaft. For
additional security a stainless hose clamp can be tightened
around the coupling shoulder and over the two bolt heads.
These illustrations show typical propeller shaft installations
with variations on stuffing boxes and stern tubes. The
propeller shaft on the boat with the spade rudder is supported
by the stern tube. An external strut supports the shaft on the
A flexible coupling or a "drive saver" can be installed
between the WESTERBEKE shaft coupling and the
transmission coupling to reduce vibration and absorb thrust
and torque. This is an important consideration when using
flexible engine mounts. Follow the manufacturers'
recommendations and instructions.
PROPELLER SHAFT ALIGNMENT
The engine must be exactly aligned with the propeller shaft.
No matter what material is used to build a boat, the material
will be flexible to some extent. The boat's hull will change
its shape to a greater extent than is usually realized when the
boat is launched and operated in the water. Therefore, it
becomes extremely important to check the engine's
alignment at frequent intervals and to correct any errors
when they appear.
Misalignment between the engine and the propeller shaft The alignment is correct when the propeller shaft can be
often creates serious problems which are often blamed on easily slipped backward and forward into the counterbore,
other areas suspected of causing the trouble. Misalignment and when a feeler gauge indicates that the flanges come
will cause excessive bearing wear, rapid shaft wear, and will, together at all points. The alignment between the propeller
in many cases, reduce the life of the boat's hull by loosening shaft half-coupling and the transmisson half-coupling can
the hull's fastenings. A bent propeller shaft will produce these contain an error no greater than .001in (.25 mm) per inch of
same effects, therefore a perfectly straight propeller shaft is the coupling diameter. For example, if your propeller shaft
absolutely necessary. One result of misalignment may be half-coupling is 3" (76mm) in diameter, the maximum error
leakage of transmission oil through the transmission's rear oil that can be allowed in the alignment is .003 in (.076mm).
seal. If oil should leak from this seal, check and make sure
that the alignment is within the limits prescribed.
Never attempt a final alignment when the boat is on land.
The boat should be in the water and have had an opportunity
to assume its final water form. The propeller shaft/
transmission coupling alignment is best performed with the
fuel and water tanks about half full, with all the usual
equipment on board, and, on sailboats, after the mainmast
has been stepped and the final rigging has been installed.
Take sufficient time to make this alignment -- don't be
satisfied with less than perfect results.
In making the final check for alignment, the transmisson
half-coupling should be held in one position and the align-
ment with the propeller shaft half-coupling tested with the
propeller shaft half-coupling in each of four positions A,
while rotated 90 between each position. This test will also
check whether the propeller shaft half-coupling is in exact
alignment on its shaft. Then, keeping the propeller shaft
half-coupling in one position, the alignment should be
checked by rotating the transmission half-coupling in 90L
increments, checking dimension A while in each 90L
position until it has been rotated full-circle.
The engine's alignment should be rechecked after the boat
has been in service for one to three weeks and, if necessary,
the alignment performed again. Usually it will be found that
the engine is no longer in alignment. This does not mean that
the first alignment has been done improperly, rather, it means
that the boat has taken some time to take its final shape and
that the engine's bed and stringers have probably absorbed
some moisture. It may even be necessary to realign the
coupling halves again at a later time.
The type and size of propeller varies with the gear ratio and
must be selected to fit the application, based upon boat tests.
To utilize the full power of the engine and to achieve ideal
loading conditions, use a propeller which will permit the
engine to reach its full rated rpm at full throttle while under a
normal load and while the boat is moving forward through
The following information is needed to calculate and match a
marine propeller to a boat.
a. The engine output in hp.
b. The maximum rpm of the engine.
c. The reduction of the transmission.
d. The maximum hull speed of the boat.
e. The type of boat and its displacement.
f. The waterline length (LWL).
Most propeller shops now have computer programs that will
analyze all this data and select the propeller choices in
number of blades, diameter and pitch. In-water testing
however, is always the final answer.
For more information on propellers, read The Propeller
Handbook by Gerr published by International Marine
EXHAUST SYSTEM INSTALLATION
RECOMMENDED GUIDELINES Sea Water Intrusion Through The Exhaust Outlet
These guidelines dated February 2004 supercede all The diagram above illustrates a below waterline installation
previous guidelines published by Westerbeke of an engine or genset. The letters A through H are the
Corporation for all types of exhaust systems. Water important dimensions that are discussed in detail in the
intrusion is not covered by warranty because it is not following text:
caused by a product defect. Please study these guidelines
carefully before planning your exhaust system installation. Let's start with A, the difference between the highest
underside of the boat deck near the engine/generator and the
Throughout these guidelines our use of the word "engine" is high point of the exhaust run from the water lift muffler to
generic, it refers equally to either a propulsion engine or to the the exhaust outlet. A should be minimized. There is every
engine driving a generator set, sea water and raw water are the reason to attach the high point of the exhaust hose directly to
same. the underside of the deck. There is no reason to fail to take
Beyond conveying exhaust gases and cooling system sea full advantage of this maximum available height because it
water out of the boat, the other purpose of the exhaust system forms the primary barrier to water intrusion.
is to prevent sea water intrusion into the engine (at the exhaust We need to define the water line for exhaust installation
outlet) under all conceivable conditions of boat trim, boat purposes. By water line we mean the highest point the water
operation, sea conditions, and heel angle while not exceeding level can reach, at the location of the exhaust through hull
the manufacturer's back pressure recommendations. Seawater fitting, from all conceivable causes - other than passing
intrusion is usually catastrophic to catalytic converters and waves of a duration of not more than a second or two. This
engines. The engine/genset supplier is not in a position to worst case water level could be caused by any of the
judge what installation characteristics will prevent water following: backing down aggressively, turning aggressively,
intrusion in all conceivable circumstances. That judgment is coming up onto a plane, decelerating off a plane, extreme
the responsibility of the engine installer. What we as the boat trim, high seas, wallowing in following seas, heeling,
manufacturer can do is advise the best practice, as we see it, etc. Hereafter these instructions will refer exclusively to this
leaving final judgments to the installer. worst case water level as the relevant water level to plan a
EXHAUST SYSTEM INSTALLATION
This leads to B, the amount by which the spill over point of G is the length of exhaust hose leading from the water lift
the exhaust outlet is above the worst case water level. B muffler to the high point. The shorter this length, the lower
should be maximized (and certainly always positive). Then the back pressure and the greater will be the reserve capacity
the exhaust loop height, C, from the high point spill over inside a given water lift muffler. The shorter the better, but it
point to the through hull fitting spillover point, becomes a is much more important to minimize A than to minimize G.
back up to B for preventing water intrusion, rather than being The water lift muffler should be sized to hold multiples of
the primary defense as becomes the case whenever the the volume of water that spills back from the exhaust high
exhaust outlet spillover point dips beneath the water level. point when the engine/generator shuts off. The actual amount
of normal spill back at shut down is a function of length G,
the exhaust hose inside diameter, E, and the sea water pump
flow rate. The larger the muffler the better. Remember -
when all else fails and water comes pouring over the high
point, only reserve capacity in the muffler can contain it and
prevent it from entering the engine/generator.
H is the height of the engine's water injected exhaust elbow
outlet above the top of the water lift muffler. This should be
maximized. This length of hose is additional reserve capacity
to contain both intruding water and splashing inside the water
J is the total height engine exhaust gas pressure must move
water up hill from the bottom of the muffler to the spillover
point at the exhaust run high point. J is driven by other
installation dimensions. It results from a conservative
installation, rather than being a driving factor. In most
installations, J would not exceed 4' (1.2m), this height should
produce adequate exhaust system back pressure level.
But the height of C is also important. The only defense
against momentary passing waves, when they immerse the
exhaust outlet, is the exhaust loop height, C. If A has been
minimized, C will probably be in excess of a couple of feet.
The higher the better. Maximize this height, C, because it is
your only defense against a passing wave, rogue waves
The verticality, D, of the hose run from the high point to the
exhaust outlet is also important. When a momentarily rising
water level immerses the exhaust outlet and is accompanied
by water velocity towards that through hull fitting, it is easier
for the intruding water to rise along a sloping hose towards
the high point than to rise vertically towards that high point.
Minimize D and keep this part of the exhaust hose as vertical
Similarly, it is desirable that angle N be a 90 degree angle
with the exhaust hose rising vertically. This will further
discourage water intrusion, especially when backing down,
turning, or otherwise experiencing sea water velocity
towards the exhaust outlet.
E is the inside diameter of the exhaust hose. This should be
no less than F, the outside diameter of the generator's water
injected exhaust elbow. E should only exceed F if exhaust
system back pressure requirements are not met.
NOTE: When the length of G is more than 20 ft, increase the
hose diameter E by 1/2 in to relieve back pressure.
WARNING: Use extreme care during installation
to ensure a tight exhaust system. Exhaust gases are
EXHAUST SYSTEM INSTALLATION
Sea water Intrusion Through The Intake Seacock Generator-Not in Operation Water Intrusion
Another means of water intrusion is though the sea water Boat operators may be accustomed to seeing a propulsion
intake seacock. This can occur when any part of the sea engine exhaust outlet dip beneath the water frequently when
water system or exhaust system are below the worst case underway and think this is acceptable for a generator exhaust
water level (other than the seacock itself which is already outlet as well. Not so! When the boat is underway, exhaust
below the water level, of course). What happens is that, upon pressure keeps water out of the propulsion engine exhaust.
engine shutdown, sea water siphons from the intake seacock, But when the generator is not running, there is no exhaust
up through the sea water cooling circuit containing the sea pressure to keep water out of its exhaust outlet. The exhaust
water pump, heat exchanger, and water injected exhaust outlet of engines which may not be operating when the
elbow, into the water lift muffler. This seawater will siphon vessel is underway sailboat engines and generators must
past the impeller of the sea water pump and fill the muffler be well above the worst case water level.
and all hoses attached to the muffler until the outside water
level is reached. If the engine exhaust manifold is below the Cumulative Process
worst-case water level, seawater will simply pour into the Water intrusion between operations of the engine is a
cylinders, destroying the engine. cumulative process. If just a little bit of water spills over the
high point, but it happens many times, it will fill the muffler
This form of water intrusion is avoided by the proper and endanger the engine. This could easily be the case for a
installation of an anti siphon valve in the sea water circuit power boat not using its generator or for a sailboat not using
between the sea water pump outlet and the water injected its engine. If you suspect that water is intruding, run the
exhaust elbow inlet. Refer again to the generic drawing of a engine frequently until the suspected problem is confirmed
below water line engine/generator installation utilizing a and fixed.
water lift muffler.
NOTE: Running the engine or Genset will normally preclude
water intrusion as the exhaust flow under pressure prevents
water from entering the exhaust outlet.
Cranking the Starter: Draining the Muffler
Prolonged cranking of the starter may cause excessive sea
water to build up between the engine and the high point.
Each time cranking is interrupted additional water may spill
back into the muffler. In time this cumulative spill back can
flood the engine. Unusual cranking and/or cranking
interruptions must be monitored and the muffler drained
before excessive water buildup occurs. This may be made
more convenient by installing a suitable, non-corrosive valve
at the muffler drain fitting.
K is the difference between the highest underside of the boat
deck near the engine/generator and the anti siphon valve. K
should be minimized. There is every reason to attach the
anti-siphon valve directly to the underside of the deck. There
is no reason to fail to take full advantage of this maximum
available height because it forms the only barrier to water
intrusion by siphoning. The anti siphon valve must be well
above the worst case water level under all conceivable condi-
tions of boat trim, boat operation, sea conditions, and heel
angle. The anti-siphon break and the exhaust hose point
should be located as near to the boats centerline as possible;
especially on sailboats due to large and steady healing. The
siphon must be accessible for maintenance,
EXHAUST SYSTEM INSTALLATION
Check Valves Dry Stack Exhaust Systems
Various types of check valves are available and suitable for Commonly seen on commercial fishing boats, dry stack
exhaust runs. Examples are in-line check valves offered by exhausts can also be used on trawler style pleasure boats. A
some exhaust component manufacturers and flapper valves dry stack exhaust directs the exhaust gas straight from the
on exhaust outlets. None of these may be considered as an generator or engine without obstructions. A dry stack exhaust
alternative to a good installation. They can leak, they can becomes very hot when the engine is operating and should
foul, and they can open intermittently. Think of them as an not be close to any combustible materials (wood, fiberglass,
emergency means to keep out that rogue wave or extreme etc.) unless it is properly shielded or insulated.
following sea. Never rely on them to stay closed for more
than a second or two. Read again "CUMULATIVE Make certain the exhaust and muffler are of sufficient
PROCESS" on the previous page. diameter to clear the exhaust gasses and prevent excessive
back pressure. Provisions must also be made for discharging
Water Separators Exhaust Systems the raw cooling water.
Water separators are the latest innovation in exhaust systems. After final assembly, test run the generator and check all
The separator uses gravity and centrifugal force to separate connections and elbows for exhaust leaks. A back-pressure
the cooling water from the exhaust gas and then discharges test should also be performed at this time. Back pressure
then separately under the vessels hull. This makes for a quiet should not exceed 1.5 psi (0.11 kg/cm2).
and efficient system that reduces back pressure and prevents Regulations require that the exhaust muffler be constructed
sea water intrusion by wave action. of aluminized steel or other corrosion resistant material and
be of welded or crimped construction. An approved spark
arrestor must be installed with the muffler in gasoline
NOTE: Liability for damage or injury and warranty expenses
becomes the responsibility of the person installing an exhaust
system. Contact WESTERBEKE or your WESTERBEKE
dealer regarding any exhaust system problems.
The separator must be securely mounted as high as possible
(point A in the previous diagrams) above the water lift
muffler and well above the vessels waterline in all attitudes
The discharge (drain) hose for the separated cooling water
must go directly and vertically down from the separator to a
thru hull fitting on the hull below the waterline. This
provides a very quiet exhaust.
The discharge (drain) hose for the exhaust gas must also go
directly and vertically down to a thru hull fitting under the
hull just above the waterline. This gas discharge hose will
still contain some water, to prevent this water from becoming Exhaust Back Pressure
trapped and impeding the flow of gases, make certain the After the installation is operational, exhaust back pressure
hose leads down hill without any loops or dips. must be measured at the outlet of the water injected exhaust
elbow. Measure with an appropriate gauge or manometer.
Water separators are manufactured by:
Operate a propulsion engine underway at cruising RPM.
Halyard Limited Centek Industries, Inc. Operate a generator at rated load. As the engine/genset
Whadden Business Park 116 Plantation Oak Drive operates it continuously pushes the exhaust gases and raw
Southhampton Road P.O. Box 3028
water thru the exhaust system, up hill and overboard thru the
Whadden, Salisbury SP5-3HF Thomasville, GA 31799-3028
United Kingdom WWW.centekindustries.com
exhaust outlet. This causes significant back pressure.
WWW.halyard.eu.com Excessive back pressure reduces engine power, higher
temperatures and cab reduce the life of the engine.
EXHAUST SYSTEM INSTALLATION
Exhaust Back Pressure (cont.) Exhaust Hose
Back pressure should not exceed 1.5 psi or 41" WC. To ensure that engine/generator vibration doesn't transmit to
Excessive back pressure can be reduced by increasing E, the hull, most installations use flexible rubber exhaust hose
increasing the size of the water lift muffler, reducing J, and for the water cooled section of the exhaust line because of
reducing G. However A, C, and B should not be compromised the ease of installation and flexibility. This exhaust hose must
to relieve back pressure. be marine certified. Provide adequate support for the rubber
hose, to prevent sagging, bending, and formation of water
Back pressure should not exceed the following
pockets. Always use corrosion resistant carriers and hangers.
3 inches of mercury For dry or custom pipe exhaust systems, use a flexible
41 inches of water in the water column section, preferably of stainless steel, no less than 12" (30 cm)
1.5 psi (0.1 kg/cm2) overall, threaded at each end and installed as close to the
engine as possible. This flexible section should be installed
with no bends and covered with insulating material. The
exhaust line should be properly supported by brackets to
eliminate any strain on the manifold flange studs.
WARNING: Do not install rubber hose with sharp
bends as this will reduce efficiency. Do not use rubber
hose on dry type exhaust applications. Doing so may
cause hose failure and leakage of deadly exhaust gas.
Make sure that the water discharge into the rubber hose
section is behind a riser elbow or sufficiently below the
exhaust flange so that water cannot possibly flow back into
the engine. Also, in custom systems, make sure that entering
raw water cannot spray directly against the inside of the
exhaust piping. Otherwise excessive erosion will occur.
Dry components of the exhaust system between the exhaust
manifold and the water injected exhaust elbow must be
properly insulated to hold in the heat, prior to the cooling
water being injected.
A sea trial must be conducted to confirm that no water
intrusion takes place, either via the exhaust outlet or via the
sea water intake seacock. Do not operate the engine during
the trial. Disconnect the exhaust hose at the muffler outlet
and place it in an empty bucket (bucket #1). Disconnect the
sea water hose entering the exhaust elbow and place it into a
second empty bucket (bucket #2).
Select the worst sea conditions available. Operate the boat as
aggressively as possible, putting it through as large a variety Scoop-Type Intake
of operating situations as you would ever encounter. Operate Where generators are installed in very high speed vessels
the boat in this way for as long as possible. (50-60 knots), it has been necessary to use a scoop-type raw
Periodically verify that no water enters either bucket. Any water intake to insure an adequate supply of cooling water to
water in bucket #1 is water intrusion via the exhaust outlet. the generator. Generally, this is not recommended, but if it
Any water in bucket #2 is water intrusion via the sea water needs to be done, the generator must be mounted high
intake seacock. Either instance of water intrusion shows that enough so that the exhaust piping has a continuous
the installation is not adequate, since you will someday downward pitch from the muffler to the exhaust outlet in the
experience conditions worse than the sea trial. hull. The pitch should be adequate so that the muffler will
continuously drain and no water can back-up into the engine
EXHAUST ELBOW INSTALLATION
Exhaust elbows are standard on generators, optional on
For installation on your engine/generator, we offer
450 700 and 900 exhaust elbows.
NOTE: Fabricated exhaust elbows or risers attached to the
exhaust manifold shall not exceed 8 lbs. when unsupported.
1. Coat only one side of the exhaust gasket with High Tack
(manufactured by Permatex Company, Brooklyn, N.Y.)
adhesive sealant. Place this coated surface against the
exhaust manifold's exhaust port flange (the gasket should
stick to the flange without falling off).
2. Place the clamp over the elbow's flange. Place your
exhaust elbow against the exhaust manifold's flange so
the exhaust manifold's flange rests snug against the
exhaust elbow's flange with the gasket centered between
the two. Now slip the exhaust clamp over both flanges.
3. Tighten the clamp just enough so the exhaust elbow can
remain attached to the manifold and still be rotated. The
exhaust elbow discharge must be directed downward so
the mixture of raw water and exhaust gases will flow/fall
downward into the exhaust muffler which must be posi-
tioned below the exhaust elbow. There should be no loops
or rises in the exhaust hose connected between the
exhaust elbow and the muffler, as these would trap water
and possibly allow water to flow back into the engine dur-
ing starting or at shut-down.
4. Adjust the elbow by rotating it until the desired alignment
with the exhaust piping is acquired.
5. Carefully tighten the clamp between 8 to 10 lb-ft, or 24 to
35 lb-in, or 0.27 to 0.41 kg-m.
CAUTION: 10 lb-ft (1.4 kg-m) Torque Limit:
approach the 10 lb-ft (1.4 kg-m) torque limit with
caution. The clamp's threads will break if more than
10 lb-ft (1.4 kg-m) is applied to the clamp.
6. When the engine is started for the first time with the new
elbow, check this exhaust manifold/elbow connection for
leaks. If a leak exists, correct it immediately.
EXHAUST SYSTEM PRECAUTIONS Raw Water Erosion
When the engine's raw water is fed into an exhaust system so
that the full stream of this water strikes a surface, erosion
The best protection against carbon monoxide poisoning is a takes place. This erosion may cause premature failures. The
daily inspection of the complete exhaust system. Check for proper design of either a water-jacketed or water-injected
leaks around manifolds, gaskets, and welds. Make sure "wet" exhaust system to prevent this problem requires that
exhaust lines are not heating surrounding areas excessively. the raw water inlet be positioned so that the entering stream
If excessive heat is present, correct the situation immediately. of raw water does not directly strike a surface. In addition,
If you notice a change in the sound or appearance of the the velocity of the entering raw water stream should be as
exhaust system, shut down the unit immediately and have the low as possible, which can be achieved by having inlet fit-
system inspected and repaired at once by a qualified tings as big in diameter as possible.
WARNING: Carbon Monoxide Gas is Deadly! Make sure there are no unnecessary objects suspended from
any portion of the exhaust lines. Exhaust risers installed off
Carbon monoxide is a dangerous gas that can cause the exhaust manifold should not exceed 8 lbs in total weight
unconsciousness and is potentially lethal. Some of the when rigidly constructed. Excessive weight could cause
symptoms or signs of carbon monoxide inhalation or poi- deflection or distortion of the manifold resulting in damage
and/or internal leaks.
· Dizziness · Throbbing in Temples Insulation
· Nausea · Muscular Twitching Inspect insulated portions of the exhaust system to ensure
· Headache · Vomiting there is no deterioration of the insulation.
· Weakness and · Inability to Think
· Sleepiness · Coherently
If you experience any of the above symptoms, get out Prolonged cranking intervals without the engine starting can
result in filling the engine-mounted exhaust system with raw
into fresh air immediately.
water coolant. This may happen because the raw water pump
is pumping raw water through the raw water cooling system
A carbon monoxide warning decal has been provided by during cranking. This raw water can enter the engine's cylin-
Westerbeke. Display this decal near your engine or generator, ders by the way of the exhaust manifold once the exhaust
on your cabin bulkhead, or in some other nearby location. system fills. To prevent this from happening, close the raw
water supply through-hull shut-off, drain the exhaust muffler,
NOTE: It is extremely important that a carbon monoxide and correct the cause for the excessive engine cranking
detector be installed in your boat's living quarters. Make needed to obtain a start. Engine damage resulting form this
sure it is manufactured for the marine industry. They are type of raw water entry is not a warrantable issue.
inexpensive and easily available at your marine supplier.
DC ELECTRICAL CONNECTIONS The panel can also be remote mounted by using optional
plug-in extension harnesses which are available in 15 ft.
WESTERBEKE engines and generators are supplied (4.6 m) increments. A maximum of two harnesses, 30 ft
pre-wired and with plug-in connectors. Never make or break (9.2 m) can be connected. For longer distances, hard wiring
connections while the engine is running. Carefully follow all can be used as shown in the Operators Manual. An optional
instructions on the wiring diagram supplied, especially those cover plate is available to cover the face of the panel box
relating to fuse/circuit breaker requirements. Wiring diagrams when the instrument panel is remote mounted. An optional
are included in your Operators Manual. plate with pre-heat and start and stop switches is also
NOTE: WESTERBEKE manufactures marine engines and available for mounting in place of the instrument panel for
generators using components that meet very rigid safety operation at the unit.
standards. If a component on the engine or generator is The 5.7/7.6 BTD comes standard with an instrument panel
replaced with one that is non-compliant, then the safety of for remote mounting (see illustration) and one 15 ft (4.6 m)
the boat is jeopardized. Make certain that any engine extension harness. Pre-heat and start and stop switches are
component you replace is a genuine WESTERBEKE provided on the unit.
CONTROL PANELS FOR PROPULSION ENGINES
Two optional manually-operated control panels for
propulsion engines are available from WESTERBEKE.
These are the ADMIRAL CONTROL PANEL and the
CAPTAIN CONTROL PANEl. Both panels come with 15 ft.
(4.6 m) of connecting harness. The features of these two
panels are described in detail at the end of this section.
DIESEL GENERATOR INSTRUMENT PANELS
All WESTERBEKE diesel generators come with a standard
engine instrument panel (see illustration). With the exception
of the 5.7/7.6 BTD, they are mounted in a panel box attached
to the AC alternator. The panel faces the service side of the Two instrument panels can be installed using the optional
generator and can be rotated to suit particular installations. dual gauge sender kit. This second panel must be hard-wired
by the installer
OPTIONAL INSTRUMENT PANEL
An optional instrument panel is available supplied with an
engine oil pressure gauge, water temperature gauge, engine
mounted alternator voltage gauge, engine operating
hourmeter and control switches. This panel must be wired
into the terminal strip in the main control panel on the
engine/generator and must be mounted in a remote location
where the instruments can be monitored and the switches
NOTE: This panel must not be located in an engine or
generator compartment because it is not ignition protected,
and has not been Coast Guard approved.
OPTIONAL REMOTE START/STOP PANEL
(DIESEL AND GASOLINE GENERATORS)
An optional remote Start/Stop panel is available containing
three switches and a run indicator light (green). This panel
must be wired into the terminal strip in the main control
panel on the engine/generator and must be mounted in a
remote location such as the vessel's wheelhouse.
NOTE: This panel must not be located in an engine or gener-
ator compartment because it is not ignition protected, and
has not been Coast Guard approved.
CONTROL WIRING Starter batteries must be of a type which permits a high rate
For control wiring, see the DC WIRE SIZING page in this
manual. See your Operators Manual specifications for cold cranking
ampere hours requirements. Most marine batteries on the
NOTE: All wiring should be tied down with clamps or plastic market today have large cranking capacities. The battery
ties, and spaced at intervals close enough to prevent chafing compartment must be well ventilated to prevent
from vibration. Check to make sure all the harness connec- accumulation of explosive battery gases.
tions are tight and that they are made to the appropriate
terminals. Mount the battery in an acid-resistant tray on a platform
above the floor. It must be secured to prevent shifting. If
CAUTION: The electrical code will not allow DC
mounted in an engine compartment, always install a
non-metallic cover to prevent battery damage and arcing
wiring to be routed together with AC wiring. from accidentally dropped tools. Be sure the battery
connections are clean and tight, then cover the battery
Refer to the wire size chart (DC) in this manual when terminals with a dielectric grease to retard corrosion.
selecting the wire size to be used between the engine control U.S. Coast Guard regulations and Marine Insurance
panel and remote start/stop panel. Use color codes to comply Companies require that the ship's batteries have a fixed cover
with ABYC Standards. See your WESTERBEKE Operators or holdown straps to keep the batteries in place should a
Manual for the remote panel wiring schematic. rollover occur.
NOTE: Generator AC load connections, shore power Carefully follow the recommended wire sizes shown
connections, voltage adjustments and all the necessary in WESTERBEKE'S wiring diagrams for the battery
wiring diagrams are included in your WESTERBEKE connections:
BATTERY CABLE REQUIREMENTS
AC WIRING (GENERATORS) Maximum Length of One Cable
Various AC output voltages and frequencies are available for Cable Size 2 1 0 00 000 0000
your generator. For these specifications, and for information Length ft. 4 5 7 9 11 14
about AC wiring connections and adjustments, refer to your
Operators Manual. Length m.. 1.2 1.5 2.1 2.7 3.4 4.3
The generator's data plate gives the voltage, current and fre-
quency rating of the generator. A diagram of the various AC
voltage connections is provided on the AC wiring decal that WARNING: Do not connect the starting battery
is affixed to the inside of the louvered cover at the generator until installation is complete. Accidental starting of the
end of the unit. engine or generator could cause serious personal injury.
Recommended publications concerning electrical installation
standards and safety codes are listed in the SAFETY
INSTRUCTIONS section of this manual. Make sure that all GROUNDING
electrical connections, tests and adjustments are performed
by a qualified electrician. Generators and propulsion engines must be grounded in
accordance with USCG regulation 33CFR183.415. The
BATTERIES regulation requires that a common ground conductor be
connected between the generator and the vessel's main
Starter batteries should be located as close to the engine or propulsion engine's grounded cranking motor circuit.
generator as possible to avoid voltage drop through long
leads. Install a battery disconnect switch in the B+ cable so The engine or generator must be bonded to the vessel's
the battery can be disconnected when the engine/generator is common bonding conductor with a bonding strap. If a
serviced. It is bad practice to use the starter batteries for other metallic fuel line is installed between the fuel tank and the
services unless they require low amperage or are intermittent. engine/generator shutoff valve, it too must be bonded to the
In cases where there are substantial loads (from lights, same vessel common conductor.
refrigerators, radios, depth sounders, etc.) it is essential to This conductor prevents accidental passage of cranking
have a complete, separate system and to provide charging current through the fuel systems and smaller electrical
current for this by means of a second alternator, dual output conductors common to engines and generators. This can
alternator or alternator output splitter. The output splitter is a happen if a cranking motor ground circuit becomes resistive
standard marine accessory. It comes with complete or opens from corrosion, vibration, a bad cable, etc.
instructions on how it can be integrated with an electrical
WARNING: An improper ground can cause severe
personal injury or death from fire or explosion. Be sure
to install a common ground conductor between all on-
board cranking circuits.
A common ground for () negative DC is located at the
bellhousing of the engine/generator next to the starter in the
form of a threaded grounding stud. This location is tagged. It
is recommended that the battery ground be connected here.
Failure to do so can cause arcing or resistance in the cranking
WARNING: The ignition of gasoline fuel or fumes
can result in severe personal injury or death. Connect
the engine/generator battery ground lead only at the
Connect battery (+) positive to the starter solenoid terminal
tagged for this connection.
The DC power source for the generator can be obtained from
the main engine's starting battery. A battery disconnect switch
should be installed in the B+ battery cable to the generator.
ADMIRAL CONTROL PANEL
DESCRIPTION When the engine is shut down with the key switch turned off,
the water temperature gauge will continue to register the last
This manually-operated control panel is equipped with a temperature reading indicated by the gauge before electrical
KEY switch and RPM gauge with an ELAPSED TIME power was turned off. The oil pressure gauge will fall to zero
meter which measures the engine's running time in hours and when the key switch is turned off. The temperature gauge
in 1/10 hours. The panel also includes a WATER TEMPER- will once again register the engine's true temperature when
ATURE gauge which indicates water temperature in degrees electrical power is restored to the gauge.
Fahrenheit, an OIL PRESSURE gauge which measures the
engine's oil pressure in pounds per square inch, and a DC A separate alarm buzzer with harness is supplied with every
control circuit VOLTAGE gauge which measures the sys- Admiral Panel. The installer is responsible for electrically con-
tem's voltage. All gauges are illuminated when the key necting the buzzer to the four-pin connection on the engine's
switch is turned on and remain illuminated while the engine electrical harness. The installer is also responsible for installing
is in operation. The panel also contains two rubber-booted the buzzer in a location where it will be dry and where it will
pushbuttons, one for PREHEAT and one for START. be audible to the operator should it sound while the engine is
running. The buzzer will sound when the ignition key is turned
on and should silence when the engine has started and the
engine's oil pressure rises above 15 psi (1.1 kg/cm2).
CAPTAIN CONTROL PANEL
The panel also includes an alarm buzzer for low OIL
This manually-operated control panel is equipped with a PRESSURE or high COOLANT TEMPERATURE. The
KEY switch, an RPM gauge, PREHEAT and START but- RPM gauge is illuminated when the KEY switch is turned on
tons, an INSTRUMENT TEST button and three indicator and remains illuminated while the engine is in operation.
lamps, one for ALTERNATOR DISCHARGE, one for low
OIL PRESSURE, and one for high ENGINE COOLANT
FUEL TANKS--GENERAL Mount the fuel tank and secure it into position. The NFPA
recommends that the bottom tanks be installed on slatted
It is very important that the design, construction and wooden platforms to help prevent moisture condensation.
installation of all fuel system components meet the highest Cylindrical tanks should be set in chocks or cradles and
possible standards. Use only products specified for marine securely fastened.Insulate all wood or metal surfaces from
applications. the tank surface with a non-abrasive and non-absorbent
Fuel tanks for diesel engines and generators may be made of material.
fiberglass, aluminum or stainless. Fuel tanks for gasoline
engines and generators may be made of only fiberglass or FUEL TANKS--GASOLINE
aluminum; stainless is not appropriate for gasoline because Tanks must be labeled with the manufacturer's name, tank
improper welding can remove carbon leaving only steel, material and capacity. They also must be marked that they
which will rust and then leak. have been pressure tested to the requirements of Title 33
If the tank is made of fiberglass, be certain that the interior is CFR, sub part J. If either the fuel-fill fitting or the tank is
gel-coated to prevent fibers from contaminating the fuel sys- metallic, it will need to be grounded. A 10-gauge or larger
tem. Copper or galvanized fuel tanks should not be used. The stranded copper wire must be fastened from the metal com-
nominal thickness of a fuel tank depends on the material ponents to the boat's ground.
used. Any fitting or opening must be at the top of the tank. A Design the fuel tank vent line so that gasoline cannot spill
drain plug at the bottom of the tank is not acceptable. onto the boat. A loop in the vent line from the top of the tank
Avoid the use of fittings made of copper-based alloys such as to the underside of the deck and then to the through-hull fit-
brass as they will deteriorate the aluminum fittings. ting will prevent this. The line should drain back to the tank
Fastenings for an aluminum tank should be 300 series stain- with no traps. The vent line should be no less than 9/160 I.D.
less steel. The through-hull vent fittings must be equipped with a flame
It is not necessary to mount the tank above the engine level, arrestor.
as the fuel lift pump provided will raise the fuel from the Fuel Tanks Located Above the Engine/Generator
tank. The amount of lift should be kept to a minimum (6 feet
being maximum). If a tank is already installed above engine A carburetor float valve cannot be trusted to hold back fuel in
level, it can be utilized in this position. an installation having a fuel tank located at or above the
engine/generator's fuel system. This type of system, with
Cleanliness and care are especially important when the fuel some or all of the fuel supply line to the carburetor routed
tank is installed because any dirt left in the tank will cause below the level of the fuel tank's top, requires a shut-off
fouling when the engine is started for the first time. valve to shut off the fuel supply to the engine or generator
when the engine isn't running.
CAUTION: Make sure the fuel tank filler is
properly sealed to prevent water re-entry should it
become awash. The fuel tank's vent should be routed
so as to prevent water entry as well.
The fuel tank's fuel pickup tube should be clear and unob-
structed, without screens or gauze strainers. Make sure that
all fittings are sufficiently tightened to prevent leaking.
Fuel tanks that are located below the engine's fuel system
level must have their fuel return connection at the tank
extending down into the tank in the same manner as the
pickup tube; otherwise, air will replace fuel siphoning out of
the engine's fuel system through the return.
The fuel tank's vent should be located so that its discharge
route cannot allow water to enter through to the fuel tank(s).
Moisture must not be allowed to accumulate in the vent's line.
FUEL TANKS/ FUEL SYSTEM
This shutoff valve is necessary to guard against the possibil- GASOLINE ENGINE/FUEL TANKS
ity of gasoline siphoning through the supply line to the car-
buretor and into the engine in case the carburetor float valve
doesn't close, the carburetor needle valve doesn't operate
properly, or the fuel line ruptures between the engine and the
fuel tank at a point below the fuel level. The shut-off valve
can be installed at the tank withdrawal fitting, or at a location
where the line from the fuel tank will no longer remain
above the fuel tank top level. It can be electrically operated
automatically (with manual override) to open when the
engine starts and close when it shuts down. A manually oper-
ated valve can also be used, operated either from the
Start/Stop panel area or from the vessel's deck. The shut-off
valve should be of the fuel oil type, and it is important that
all joints be free of pressure leaks.
NOTE: The use of mechanical spring-type check valves
instead of a solenoid shut-off valve is not recommended since
these may tax the fuel lift pump's ability to draw fuel through
a check valve. A check valve can trap debris under its seat
which inhibits the valve's ability to close. In addition, if a
check valve's cracking pressure is too high, it can contribute
to vapor lock. Should a mechanical-type spring-loaded check
valve be used, it should be an adjustable type, such as a
Weatherhead #43 x 6. This adjustable type valve should be
adjusted to have a cracking pressure that will prevent
siphoning when the engine or generator is not operating but
not so excessive as to prevent the fuel lift pump from drawing
fuel through the valve.
Fuel Tanks Located Below the Engine/Generator
An installation having a fuel tank located below the engine or
generator's fuel system, with the fuel supply line to the car-
buretor routed above the level of the fuel tank's top, does not
require an anti-siphon shut-off valve, but does require two
manually-operated service shut-off valves -- one located at
the fuel connection to the tank, and another located at the
fuel connection to the engine/generator.
DIESEL FUEL SYSTEM ANTI-SIPHON DEVICES
Fuel system anti-siphon devices should not be used with a
diesel engine/generator. It is not necessary and, in addition,
introduces air into the fuel which may cause erratic operation.
The fuel system should include one or more fuel shutoff
DUAL PURPOSE FUEL TANK Run fuel lines at the top level of the fuel tank to a point as
close to the engine or generator as possible to reduce the
If you're running both a generator and a propulsion engine danger of fuel siphoning out of the tank if the line should
and they use the same fuel, you can use the same fuel tank. break.
However, before that decision is made, the following factors
must be considered: Fuel piping should always be routed and securely anchored
to prevent leaks from vibration and chafing. Fuel piping is
4 There must be adequate fuel capacity for both usually secured by copper straps every 12-14 in (30-36 cm).
engines -- refer to the specifications section of Use as few connections as possible, and install the lines so
your owner's manual for fuel consumption figures. they are accessible and protected. Avoid locked-in torsional
4 In diesel installations the fuel returning to the tank is
warm. To obtain maximum engine efficiency, fuel RIGID FUEL LINES
delivered to the injectors must be cooled. The fuel
tank volume must be adequate to cool the returned For installations with rigid fuel lines, Westerbeke recom-
fuel. mends using copper tubing with suitable flated fittings, both
for the supply line and the return line. Use seamless annealed
If a fuel tank is shared, a fuel line tee should not be used. A double flared fuel lines that are approved for marine installa-
tee can cause erratic genset operation due to fuel starvation. tions. Run the tubing in the longest pieces obtainable to
The genset's fuel pump does not have the capacity to avoid the use of unnecessary fittings and connectors. The
overcome the draw of the propulsion engine's fuel pump. minimum size of the fuel supply line and fuel return line is
This is true also of the return lines. Pressure from one engine 1/4 inch, inside diameter.
could be higher than the other and force return fuel back into When a copper fuel line is used, electrically bond the fuel
the lower-pressure engine injector. The return line should line to the vessel's common bonding conductor with a
enter the tank as far as possible from the supply lines. suitable strap or 10 gauge wire.
FLEXIBLE FUEL LINES
If a rigid metallic fuel line is run into the engine/generator
compartment, a length of flexible hose must be installed to
absorb vibration from the engine/generator. Install a
non-organic flexible hose without metal reinforcement
between the rigid fuel line and the engine/generator to absorb
the vibration. This line must be long enough to prevent
binding or stretching because of engine/generator movement.
A flexible fuel line may also be installed between the fuel
yank and the engine/generator for both the supply line and
the return line. For the supply line, flexible hose may be
FUEL LINES installed from the fuel tank outlet to the fuel filter/water
The proper installation of fuel lines is very important. All separator, and from the fuel filter/water separator to the
fuel line materials must be approved for marine installations engine-mounted fuel pump inlet.
and meet the requirements of both the USCG and the ABYC. Use suitable end fittings, and install all the hose in the
The fuel system should be installed in such a manner as to longest runs possible to avoid the use of unnecessary fittings
allow the engine-mounted fuel lift pump to maintain a and connectors. There must not be an electrical connection
positive inlet pressure to the injection pump under all between the hose end fittings as a bad ground in the cranking
operating conditions. As the fuel lift pump has a capacity in circuit will cause a wire-reinforced hose to become charged
excess of that required by the injection pump, the overflow is and ignite the fuel during cranking.
piped to the fuel tank and should be connected at the top of
Great care should be taken to ensure that the fuel system is WARNING: Ignition of fuel can cause fire and
correctly installed so that airlocks are eliminated and severe personal injury or death. Be sure any flexible fuel
precautions taken against dirt and water entering the fuel. line used between the fuel tank and the engine/
NOTE: The fuel supply line to the engine/generator should be generator meets ABYC and USCG requirements.
from its own pick-up in the fuel tank and NOT teed off the
supply line to another engine/generator.
Keep the fuel lines as far as possible from the exhaust pipe
and hot engine areas; this is to keep the fuel at a minimum
temperature to reduce the chance of vapor lock in gasoline
SHUT-OFF VALVES FUEL
Make sure your fuel system has positive shut-off valves; To insure satisfactory operation, an engine or generator must
know their locations and how they operate. have a dependable supply of clean fuel.
NOTE: See the U.S. Coast Guard publication "Fuel System Diesel Fuel use No. 2 oil with a cetane rating of 45 or
Compliance Guideline" for basic fuel system layouts and higher.
shut-off valve locations. Gasoline use unleaded 89 octane or higher.
A primary fuel/water separator should be installed in the fuel WARNING: Gasoline leakage in or around the
supply line between the fuel tank and the engine/generator to engine/generator compartment is a potential for fire
help remove contaminants in the fuel before the fuel reaches and/or explosions. Repair leaks promptly and ensure that
the engine mounted fuel lift pump. It should be mounted in the compartment is properly ventilated.
an accessible location for ease in monitoring for water and
contaminates, and for servicing. Such contaminants can
cause the failure of components, and such failures are not Make sure there is a fire-extinguisher installed near the
warrantable. A recommended type of fuel/water separator is engine/generator and that it is properly maintained. Be famil-
available from the list of accessories. A secondary fuel filter iar with its use. An extinguisher with the NFPA rating of
is mounted on the engine/generator, and it has a replacement ABC is appropriate for all applications.
After installation, test the fuel system for tightness per USCG
NOTE: Fuel filters for gasoline installations must use metal
bowls to meet Coast Guard regulations.
RAW WATER INTAKE A through-hull fitting that is completely flush with the
surface of the boat's hull and without an external strainer
Raw water should be supplied to the raw water pump may be necessary for the generator raw water intake on very
through a standard-type through-hull fitting, located on the high-speed boats. The protrusion of a standard type through-
hull so as to be below the waterline during all angles of boat hull fitting and a strainer can cause a venturi effect on the
operation. intake of a high speed boat, creating a suction which works
against the raw water pump causing an inadequate supply of
CAUTION: Do not use a high speed scoop-type cooling water to the engine.
through-hull fitting for the raw water supply for
generators and auxiliary sailboat engines as it will tend
to encourage siphoning. Water pressure against this type
CAUTION: On some extremely high-speed boats,
the use of a sea scoop type strainer may be necessary to
of fitting while the vessel is underway with the provide an adequate supply of cooling to the generator
generator off or when sailing can push water past the when the boat is underway. If this is necessary, the
raw water pump impeller and into the exhaust system, exhaust piping from the generator must have a
filling it and the engine as well. continuous downward pitch to the outlet at the transom
so that no water can be trapped and back-up into the
The raw water should be directed from the through-hull
fitting through a seacock, to a visual-type raw water strainer, engine. A solenoid operated shut-off valve can also be
and then delivered to the pump. The strainer should be of the installed in the raw water supply to the raw water pump
type that may be withdrawn for cleaning while the vessel is and wired to close when the generator is not in
underway, and should be mounted below the waterline to operation.
ensure self-priming. Seacocks and strainers should be at least
one size greater than the inlet thread of the raw water pump.
Hoses routed from the through-hull fitting to the strainer and
to the raw water pump should be wire-reinforced to prevent CAUTION: Water intrusion into the engine through
the hose from collapsing during the engine/generator's the exhaust system is not covered by warranty.
operation (suction from the pump may collapse a
If a generator set is located above the waterline of the boat, it
is good practice to provide a loop or loops above the inlet of
the raw water pump in the raw water supply hose from the
raw water strainer. The loop(s) provide a head of water on
the raw water pump which, on start-up, lubricates the pump
impeller until the pump starts drawing water from the intake.
RAW WATER OUTLET
Wire-reinforced flexible hose should be used between the
raw water outlet on the heat exchanger and the exhaust
system. This reduces vibration and permits the engine to be
moved slightly when it's being realigned.
Make sure this system is in proper order. Check that the hull All pipe and fittings should be of bronze. Use sealing
inlet, seacock and strainer are unobstructed. Inspect the raw compound or tape at all connections to prevent air leaks. The
water lines to make sure there are no collapsed sections neoprene impeller in the raw water pump should never be
which would restrict water flow. Make sure there are no air run dry. All hose joints should be double clamped with
leaks at any of the connections; use double clamps on hose 304/306 stainless-steel hose clamps. T-bolt clamps are even
connections below the waterline. better but must be 304/306 stainless.
Be sure that the raw water intake is clear of any cavitation
created by the propellers.
CAUTION: The use of common street elbows is
The raw water intake to the engine or generator should be not recommended in plumbing the raw water circuit.
separate and not combined with any other inlet for the main These generally have a very restrictive inside diameter.
engine(s) or air conditioners. The use of "sea chest" intakes
is permissible but they must be engineered to provide an The use of machine-type fittings is preferred.
adequate supply of water for all equipment connected to
COOLANT RECOVERY TANK
A coolant recovery tank kit is supplied with each
WESTERBEKE engine/generator. The purpose of this
recovery tank is to allow for engine coolant expansion and
contraction during engine operation, without the loss of
coolant and without introducing air into the cooling system.
This coolant recovery tank should be installed at or above
engine manifold level, in a location where it can be easily
monitored. A wire mounting bracket is supplied with each
kit, along with a 30 in (76 cm) length of clear plastic hose
and clamps, to connect the hose between the engine's
manifold fitting and the hose spud on the base of the
WESTERBEKE recommends a mixture of 50% antifreeze
(good quality and compatible with aluminum components)
and 50% distilled water.
OIL SPECIFICATIONS When additional sensing devices such as switches or sensors
need to be installed that function on engine oil pressure, these
Refer to your Westerbeke Operator's Manual for the oil devices must be bulkhead-mounted and connected to the oil
specifications for your engine/generator. sump using an appropriate grade of lubricating oil hose. Any
fittings used to connect the hose to the gallery must be of
OIL DRAIN HOSE steel or malleable iron composition. Brass must not be used
An oil sump drain hose is located at the front or side of the for this application.
engine. Oil may be drained from this hose by removing the
cap and the discharge end of the hose from its mounting RELOCATING ENGINE PARTS
bracket and lowering the hose into a container. The hose cap Any reassembly or relocation of engine parts such as fuel
fitting is 1/4 NPT and it can be extended, or have a pump filters, dipstick senders and switches to accommodate a
added, for easier removal of the old oil. restricted engine space must be authorized by the
When installing the engine make certain that this drain hose WESTERBEKE Corporation and the work must be
is accessible and that the drain hose fitting at the bottom of performed by a WESTERBEKE approved mechanic or the
the engine oil pan is well clear of the boat's oil pan. engine's warranty will be void. The oil filter can be relocated
to a convenient bulkhead location by using a
OIL DIPSTICK WESTERBEKE Remote Oil Filter kit.
If the engine is going to be mounted at an angle (instead of
level), it's a good idea to add the proper amount of lube oil to
the engine and check the dipstick before installation, with the
engine level. After installation, check the dipstick to see
where the oil now rests, and mark the dipstick at this point
for future reference.
PRESSURE SENSING DEVICES
Oil pressure sensing devices, such as senders and switches,
must not be connected to an engine's oil sump with the use
of extended nipples or tees. The reason is simply that
continued engine vibration causes fatigue of the fittings used
to make such a connection. If these fittings fail during engine
operation, lubricating oil will be lost and internal engine
damage will result.
NOTE: Oil filter assemblies vary with each engine model,
switches, senders,coolers, etc. are shown in detail in all
REMOTE OIL FILTER
INSTALLATION Always install this kit with the oil filter facing down, as
This popular accessory is used to relocate the engine's oil
filter from the engine to a more convenient location such as Contact your WESTERBEKE dealer for more information.
an engine room bulkhead. NOTE: WESTERBEKE is not responsible for engine failure
To install, simply remove the engine oil filter and thread on due to incorrect installation of the Remote Oil Filter.
WESTERBEKE'S Remote Oil Filter kit as shown.
The ventilation requirements of the engine or generator
include the following: combustion air is required for the
engine's cylinders, and cooling air is required for the engine
and generator electrical end and also for removing the heat
produced during operation.
WARNING: Ventilating air is required to clear the
bilges, as well as the compartment in which the engine
or generator is located, of potentially toxic and
Keep in mind that hot air rises, so heated air should be
removed from the upper area of the engine or generator
compartment and cool fresh air should be directed to the
lower areas of the compartment. Ventilation should be
accomplished with the aid of power ventilation especially
when the vessel is not underway.
Power ventilation incorporates a powered exhaust blower to
draw air from the compartment and discharge to the
atmosphere. The exhaust blower must meet a specific
capacity rating based on compartment volume. The graph
below is used to calculate the required capacity.
NOTE: See your Operators Manual for the ventilation
requirements of your generator. Refer to the ABYC standards
and U.S. Coast Guard regulations for ventilation require-
ments on both engines and generators.
WATER HEATER CONNECTIONS
INSTALLATION REMOTE EXPANSION TANK
Water heater hose connections vary from one engine to The pressure cap on the engine's manifold should be
another. Refer to your WESTERBEKE Operators Manual for installed after the engine's cooling system is filled with
your engine's water heater connections. coolant. Finish filling the cooling system from the remote
tank after the system is filled and is free of air and exhibits
NOTE: Water heater connections are not standard on marine
good coolant circulation. During engine operation, checking
the engine's coolant should be done at the remote tank and
WESTERBEKE marine engines are equipped with not at the engine manifold cap. The hose connection from the
connections for the plumbing of engine coolant to heat an heater to the remote expansion tank should be routed and
on-board water heater. The water heater should be mounted supported so it rises continuously from the heater to the tank,
in a convenient location either in a high or low position in enabling any air in the system to rise up to the tank and out
relation to the engine, so that the connecting hoses from the of the system.
heater to the engine can run in a reasonably direct line with-
NOTE: Air bleed petcocks are located on the engine's heat
out any loops which might trap air.
exchanger and on the thermostat housing. Open these pet-
Hoses should rise continuously from their low point at the cocks when filling the engine's fresh water system to allow
heater to the engine so that air will rise naturally from the air in the coolant circuit to escape. Close tightly after all the
heater to the engine. If trapped air is able to rise to the air is removed.
heater, then an air bleed petcock must be installed at the
higher fitting on the heater for bleeding air while filling
NOTE: If any portion of the heating circuit rises above the
engine's closed cooling system pressure cap, then a
pressurized (aluminum) remote expansion tank must be
installed in the circuit to become the highest point. Tee the
remote expansion tank into the heater circuit, choosing the
higher of the two connections for the return. Tee at the
heater, and plumb a single line up to the tank's location and
the other back to the engine's return. Install the remote
expansion tank in a convenient location so the fresh water
coolant level can easily be checked. The remote expansion
tank will now serve as a check and system fill point. The
plas ticc oo lantr ecov ery tank is not used when the
remote expa nsion ta n kk itisi nstalled,sin cet his tank
serves the same function. The remote expansion tank has
an overflow fitting that should be directed by a hose to an
area where any overflow will not cause damage.
SHIPMENT CONTROL CABLES
For safety reasons, the transmission is not filled with NOTE: When installing the transmission, make certain that
transmission fluid during shipment and the selector lever is shifting is not impeded by restricted movability of the
temporarily attached to the actuating shaft. Bowden cable or rod linkage, by unsuitably positioned guide
Before leaving the WESTERBEKE plant, each transmission sheaves, too small a bending radius, etc. In order to mount a
undergoes a test run, with Dextron III ATF transmission fluid. support for shift control cable connections, use the two
The residual fluid remaining in the transmission after threaded holes located above the shift cover on top of the
draining acts as a preservative and provides protection gear housing. Refer to the WESTERBEKE parts list.
against corrosion for at least one year if properly stored. CONTROL CABLES
The transmission is suitable for single lever remote control.
Upon loosening the retaining screw, the actuating lever can
be moved to any position required for the control elements
(cable or rod linkage). Make certain that the shift lever does
not contact the actuating lever cover plate: the minimum
distance between lever and cover should be 0.5mm.
The control cable or rod should be arranged at right angle to
the actuating shift lever when in the neutral position. The
neutral position of the operating lever on the control console
should coincide with the neutral position of this lever.
The shifting travel, as measured at the pivot point of the
actuating lever, between the neutral position and end
positions A and B should be at least 35mm for the outer and
30mm for the inner pivot point.
TRANSMISSION FLUID A greater amount of shift lever travel is in no way
detrimental and is recommended. However, if the lever
Fill the transmission with Dextron III ATF. The fluid level
travel is shorter, proper clutch engagement might be impeded
should be up to the mark on the dipstick. After checking the
which, in turn, would mean premature wear, excessive heat
level, press the dipstick into the case and turn it to tighten.
generation and clutch plate failure. This would be indicated
During the first 25 operating hours, inspect the bell housing,
output shaft and transmission cooler for leakage. The fluid by slow clutch engagement or no engagement at all.
should be changed after the first 25 hours and every 300 NOTE Check for proper lever travel at least each season.
These transmissions are equipped with a neutral safety
switch. This is to prevent the engine from starting in gear.
Unless the transmission selector lever is perfectly aligned in
neutral, the engine starter will not activate.
CONNECTION OF GEAR BOX WITH PROPELLER
Use a flexible connection between the transmission gearbox
and the propeller shaft if the engine is flexibly mounted, in
order to compensate for angular deflections. The installation
of a special propeller thrust bearing is not required, since the
propeller thrust will be taken by the transmission bearing,
provided the value specified under SPECIFICATIONS is not
exceeded. However, the output shaft should be protected
from additional loads. Special care should be taken to prevent
torsional vibration. When using a universal joint shaft, make
certain to observe the manufacturers instructions. For additional information contact:
Even with the engine solidly mounted, the use of flexible ZF Industries
coupling or *"DRIVESAVER" will reduce stress in the Marine US Headquarters
gearbox bearings caused by hull distortions, especially in 3131 SW 42nd Street
wooden boats or where the distance between transmission Fort Lauderdale, FL 33312
output flange and stern gland is less than about 800mm. Tel.: (954) 581-4040
*DRIVESAVER is a product of Globe Marine, Rockland, MA. Fax: (954) 581-4077
BORG WARNER VELVET DRIVE Shifting Into Gear
Check the transmission fluid level on the dipstick. If the Place the transmission selector control in Neutral before
transmission has not been filled, fill with Dextron III and starting the engine. Shifting from one selector position to
continue to use this fluid. During the first 50 hours of another selector position may be made at any time below
operation, keep a lookout for any leakage at the bell housing, 1000 rpm and in any order. Shifts should be made at the
output shaft, and transmission cooler. This fluid should be lowest practical engine speed. Start the engine and set the
changed after the first 50 hours and approximately every throttle at idle speed; allow the transmission fluid to warm up
1000 operating hours or at winter lay-up. for a few minutes.
NOTE: Some transmissions are equipped with a neutral Neutral
safety switch. Unless the transmission shift lever is perfectly
aligned in neutral the engine starter will not activate. Move the shift control handle to the middle position. You
should feel the detent. Center the shift lever on the
Shift Lever Position transmission through the linkage to the selector lever. With
The shift control handle and linkage must position the shift the control in this position, hydraulic power is completely
lever on the transmission exactly in Forward (F), Neutral (N), interrupted and the output shaft of the transmission does not
and Reverse (R) shifting positions. A detent ball located turn.
behind the transmission shift lever must work freely to center Forward
the lever in each position. The shift control positions at the
helm(s) must be coordinated with those of the Velvet Drive Move the shift control handle to the forward position. You
shift lever through shift mechanism adjustments. An should feel the detent. The shift lever on the transmission is
improperly adjusted shift mechanism can cause damage to in the forward position. The output shaft and the propeller
the transmission. The shifting mechanism and transmission shaft move the boat in a forward direction.
shift lever should be free of dirt to ensure proper operation. Reverse
NOTE: Do not remove the detent ball! Move the shift control handle to the reverse position. You
NOTE: If the boat moves backwards with the selector control should feel the detent. The shift lever on the transmission is
in the forward position, shut off the engine! This problem in the reverse position. The output shaft and the propeller
may be the result of incorrect movement of the shift lever by should move the boat in a reverse direction (astern).
the shift control. NOTE: Moving the transmission shift lever from Neutral
Position to Forward is always towards the engine. Reverse is
always away from the engine.
NOTE: Be aware of any unusual noises or vibrations and
investigate to determine the cause.
NOTE: Low engine idle rpm can produce damper plate and
gear box chatter/rattle. This is the result of unstable rotation
through the damper plate and the gear box. Increase the idle
rpm until this chatter.rattle is eliminated.
Refer to your transmission manufacturer's operator's manual
for more detailed information on installation and operation.
For additional information on throttle and shift controls
contact Edson International, New Bedford, Massachusetts.
FINAL INSTALLATION CHECKS
NOTE: Also refer to PREPARATIONS FOR INITIAL START-UP in your Operator's Manual.
Before starting the engine or generator complete the follow- With the engine or generator running, check the following:
Make certain that water is flowing from the exhaust.
Is there fuel in the tanks and are the fuel valves open?
Check the instrument gauges for proper readings.
Has lube oil been added to the engine?
Inspect the engine for fuel, water, coolant, and oil
Is there transmission fluid in the transmission? leaks.
Has the proper coolant mix been added? Listen for unusual sounds and vibrations.
Are the battery cables properly connected? Will the engine shift in and out of gear?
Is the exhaust system secure and all connections tight? Can you throttle up to the recommended rpm's? Is the
Is the transmission linkage positioned correctly? Is the throttle action smooth?
gear in Neutral? Apply a load to the generator; check the output fre-
Is the raw water petcock open? Is the raw water pump quency.
primed? NOTE: See your operator's manual for the output
Are the AC and load connection wires securely adjustment.
connected to the circuit breaker? After shutdown, check the engine or generator carefully.
inspect all fluid levels, check hose clamps, fuel lines, etc.
ENGLISH TO METRIC CONVERSION CHART
DECIMAL TO METRIC EQUIVALENT CHART