Westerbeke Diesel 35b Three Parts Manual
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SERVICE MANUAL DIESEL ENGINES GENERATORS 2CYLINDER MODELS Generators Engines 60 Hz 50 Hz W13 WMD 44 WMD 33 W13A 44 BCD 33 BCD 3CYLINDER MODELS Generators Engines 60 Hz 50 Hz W18 WMD 60 WMD 45 W18 60 BCD 45 BCD W21 WMD 77 WMD 58 WMD 80 WMD 60 W21A 80 BTD 60 BTD RD60 35B THREE 100 BTD 75 BTD PUBLICATION NO 43444 1st Edition April 1999 lrWESTERBEKE JWESTERBEKE CORPORATION AVON INDUSTRIAL PARK AVON MA 02322 TEL 508 5887700 FAX 508 5599323 WEBSITE JI9 Member National Marine CALIFORNIA PROPOSITION 65 WARNING Diesel engine exhaust and some of its constituents are known to the State of California to cause cancer birth defects and other reproductive harm A WARNINGExhaust gasses cDntain CarbDn MDnDxide an DdDrless andcDIDriess gas CarbDn MDnDxide is pDisonDus and can and death SymptDms Df CarbDn can ThrDbbing in TemplesNausea Muscular Vomiting Weakness and Sleepiness Inability to Think CDherentlyIF YOU OR ANYONE ELSE EXPERIENCE ANY OF THESE SYMPTOMSGET OUT INTO THE FRESH AIR IMMEDIATELY symptoms persistseek medical attentiDn Shut dDwn the unit and dD nDt restartuntil it has been inspected and repaired SAFETY PREVENT BURNS FIRERead these safety instructions carefully Most accidents arecaused by failure to follow fundamental rules and precautions Know when dangerous conditions exist and take the A WARNING Fire can cause injury or deathnecessary precautions to protect yourself your personneland your machinery Prevent flash fires Do not smoke or permit flames orThe following safety instructions are in compliance with sparks to occur near the carburetor fuel line filter fuelthe 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 whenPREVENT ELECTRIC SHOCK removing the fuel line carburetor or fuel filters Do not operate with a Coast Guard Approved flame arrester removed Backfire can cause severe injury or A WARNING Do not touch AC electrical connections death while engine is running or when connected to shore power Lethal voltage is present at these connections Do not operate with the air removed Backfire can cause severe injury or death Do not operate this machinery without electrical Do not smoke or permit flames or sparks to occur near the enclosures and covers in place fuel system Keep the compartment and the enginegener ator clean and free of debris to minimize the chances of Shut off electrical power before accessing electrical fire Wipe up all spilled fuel and engine oil equipment Be aware diesel fuel will burn Use insulated mats whenever working on electrical equipment PREVENT BURNS EXPLOSION Make sure your clothing and skin are dry not damp particularly shoes when handling electrical equipment Remove wristwatch and all jewelry when working on A WARNING Explosions from fuel vapors can cause injury or death electrical equipment Do not connect utility shore power to vessels AC Follow refueling safety instructions Keep the vessels circuits except through a shiptoshore double throw hatches closed when fueling Open and ventilate cabin transfer switch Damage to vessels AC generator may after fueling Check below for fumesvapor before run result if this procedure is not followed ning the blower Run the blower for four minutes before Electrical shock results from handling a charged capacitor starting your engine Discharge capacitor by shorting terminals together with All fuel vapors are highly explosive Use extreme care when an insulated tool handling and storing fuels Store fuel in a BURNS HOT ENGINE area away from sparkproducing equipment and out of the reach of children Do not fill the fuel tanks while the engine is running A WARNING Do not touch hot engine parts or Shut off the fuel service valve at the engine when servicing exhaust system components A running engine gets the fuel system Take care in catching any fuel that might very hot spill DO NOT allow any smoking open flames or other sources of fire near the fuel system or engine when servic Always check the engine coolant level at the coolant ing Ensure proper ventilation exists when servicing the recovery tank fuel system Do not alter or modify the fuel system A WARNING Steam can cause injury or death Be sure all fuel supplies have a positive shutoff valve Be certain fuel line fittings are adequately tightened and In case of an engine overheat allow the engine to cool free of leaks before touching the engine or checking the coolant Make sure a fire extinguisher is installed nearby and is properly maintained Be familiar with its proper use Extinguishers rated ABC by the NFPA are appropriate for all applications encountered in this environment Engines Generators SAFETY STARTING TOXIC EXHAUST GASES A WARNING Accidental starting can cause injury A WARNING Carbon monoxide CO is a deadly gas Dr death Ensure that the exhaust system is adequate to expel gases Disconnect the battery cables before servicing the engine discharged from the engine Check the exhaust system generator Remove the negative lead first and reconnect regularly for leaks and make sure the exhaust manifolds it last are securely attached and no warping exists Pay close attention to the manifold water injection elbow and Make certain all personnel are clear of the engine before exhaust pipe nipple starting Be sure the unit and its surroundings are well ventilated Make certain all covers guards and hatches are re installed before starting the engine In addition to routine inspection of the exhaust system install a carbon monoxide detector Consult your boatBAmRY EXPLOSION builder or dealer for installation of approved detectors For additional information refer to ABYC T22 educa A WARNING Battery explosion can cause injury tional information on Carbon Monoxide Dr death Do not smoke or allow an open flame near the battery A WARNING Carbon monoxide CO is an invisible odorless gas Inhalation produces flulike symptoms being serviced Lead acid batteries emit hydrogen a nausea Dr death highly explosive gas which can be ignited by electrical arcing or by lit tobacco products Shut off all electrical Do not use copper tubing in diesel exhaust systems Diesel equipment in the vicinity to prevent electrical arcing dur fumes can rapidly destroy copper tubing in exhaust sys ing servicing tems Exhaust sulfur causes rapid deterioration of copper Never connect the negative battery cable to the posi tubing resulting in exhaustwater leakage tive connection terminal of the starter solenoid Do Do not install exhaust outlet where exhaust can be drawn not test the battery condition by shorting the terminals through portholes vents or air conditioners If the engine together Sparks could ignite battery gases or fuel vapors exhaust discharge outlet is near the waterline water could Ventilate any compartment containing batteries to prevent enter the exhaust discharge outlet and close or restrict the accumulation of explosive gases To avoid sparks do not flow of exhaust Avoid overloading the craft disturb the battery charger connections while the battery is being charged Although diesel engine exhaust gases are not as toxic as exhaust fumes from gasoline engines carbon monoxide Avoid contacting the terminals with tools etc to prevent gas is present in diesel exhaust fumes Some of the symp bums or sparks that could cause an explosion Remove toms or signs of carbon monoxide inhalation or poison wristwatch rings and any other jewelry before handling ing are the battery Vomiting Always tum the battery charger off before disconnecting Dizziness the battery connections Remove the negative lead first and reconnect it last when servicing the battery Throbbing in templesBATTERY ACID Muscular twitching Intense headache A WARNING Splphuric acid in batteries can cause Weakness and sleepiness severe injury Dr death AVOID MOVING PARTS When servicing the battery or checking the electrolyte level wear rubber gloves a rubber apron and eye protec A WARNING Rotating parts can cause injury tion Batteries contain sulfuric acid which is destructive If Dr death it comes in contact with your skin wash it off at once with water Acid may splash on the skin or into the eyes Do not service the engine while it is running If a situation inadvertently when removing electrolyte caps arises in which it is absolutely necessary to make operat Engines Generators ii SAFETY INSTRUCTIONS ing adjustments use extreme care to avoid touching ABYC NFPA AND USCG PUBLICATIONS FOR moving parts and hot exhaust system components INSTAlliNG DIESEL ENGINES Do not wear loose clothing or jewelry when servicing Read the following ABYC NFPA and USCG publications equipment avoid wearing loose jackets shirts sleeves for safety codes and standards Follow their recommenda rings necklaces or bracelets that could be caught in tions when installing your moving parts ABYC American Boat and Yacht Council Make sure all attaching hardware is properly tightened Safety Standards for Small Craft Keep protective shields and guards in their respective Order From places at all times ABYC Do not check fluid levels or the drive belts tension while 3069 Solomons Island Road the engine is operating Edgewater MD 21037 Stay clear of the drive shaft and the transmission coupling NFPA National Fire Protection Association when the engine is running hair and clothing can easily Fire Protection Standard for Motor Craft be caught in these rotating parts Order FromHAZARDOUS NOISE NFPA 11 Tracy Drive A WARNING High noise levels can cause hearing Avon Industrial Park Avon MA 02322 loss USCG United States Coast Guard USCG 33CFR183 Never operate an engine without its muffler installed Order From Do not run an engine with the air intake silencer removed US Government Printing Office Washington DC 20404 Do not run engines for long periods with their enclosures open A WARNING 00 not work on machinery when you are mentally or physically incapacitated by MANUALMany of the preceding safety tips and warnings are repeatedin your Operators Manual along with other cautions andnotes to highlight critical information Read your maintain your equipment and follow all to install an engine should begin with a thorough examination of the American Boat and Yacht CouncilsABYC standards These standards are a combination ofsources including the USCG and the NFPASections of the ABYC standards of particular interest are H2 Ventilation Pl Exhaust systems P4 Inboard engines E9 DC Electrical systemsAIl installations must comply with the Federal Code ofRegulations FCR Engines Generators iiiEngines Generators TABLE OF 3 Engine Adjustments 39 Product Software 3 Tightening the Cylinder Head 39 Model Designations 3 Adjusting Valve Clearance 39 Notes Cautions and Warnings 3 Adjusting Fuel Injection Timing 40 Ordering PartsSerial Number Location 3 Adjusting NoLoad Engine Speeds Specifications 5 Lubrication System Service 42Testing for Overhaul 6 Description 42 How to Judge Engine Overhaul Period 6 Disassembly 42 Cause of Low Compression 6 Oil Filter and Oil Pump 42 Measuring Compression Pressure 6 Inspection 43 Overhaul Conditions 6 Oil Pump 43 Disassembly 7 Reassembly 43 Reassembly 7 Testing the Oil Pressure 43Service Standards 8 Oil Pressure Switch 44Technical Data Generators 44 Tightening Torque 11 Propulsion Engines 44Engine 2 Fuel System 45Engine Parts Identification 16 Description 45 2Cylinder Models 16 Fuel System Service 47 3Cylinder Models 17 Disassembly 47Cylinder Head 18 Fuel Filter 47 Construction 18 Fuel Lift Pump 47 Fuel Injection Pump 47Cylinder Head Service 20 Injector 48 Disassembly 20 Inspection 48 Inspection 20 Fuel Filter 48 Cylinder Head 20 Fuel Lift Pump 48 Valve Guide 20 Fuel Injection Pump 48 Valve Seat 20 Nozzle 48 Valve 21 Reassembly 48 Valve Spring 21 Fuel Filter 48 Rocker Arm and Rocker Shaft 21 Fuel Lift Pump 48 Reassembly 22 Injection Pump 48 Partial Reassembly 22 Installation and Adjustment of Fuel Injection Pump 49 Installation of Cylinder Head Assembly 22 Injector 50 Valve Clearance Adjustment 22 Adjustment and Installation of Nozzle Holder Assembly 50Cylinder Block 23 Raw Water Cooling Circuit 52 Construction 23 Description 52Cylinder Block Service 25 Raw Water Pump Service 53 Disassembly 25 Pump Overhaul Raw Water Pump PN 33636 53 A Models 25 Disassembly 53 B C and D Models 25 Inspection 53 Removing Piston Pin 26 Reassembly 53 Inspection 26 Pump Overhaul Raw Water Pump PN 32610 54 Cylinder Block 26 Disassembly 54 Piston Piston Pin and Piston Rings 27 Inspection 54 Connecting Rod 27 Reassembly 54 Crankshaft 28 Pump Overhaul Raw Water Pump PN 24143 55 Main Bearings and Connecting Rod Bearings 28 Disassembly 55 Gearcase 29 Inspection 55 Timing Gears and Lube Oil Pump Gear 29 Reassembly 55 Camshaft 29 Fuel Injection Pump Camshaft 29 Fresh Water Cooling Circuit 56 Ball Bearings 29 Description 56 Tappets 29 Fresh Water Cooling Service 57 Push Rods 29 Disassembly 57 Reassembly A Models 30 Inspection 57 Reassembly B C and D Models 33 Water Pump 57Governor 37 Thermostat 57 Description 37 Reassembly 57 Disassembly 37 Drive Belt Adjustment 57 Inspection 37 Admiral Control Panel 58 Governor Lever 37 Description 58 Governor Spring 37 Captain Control Panel 59 Needle Bearing 37 Description 59 Reassembly and Adjustment 37 Control Panel 60Engine Shutoff 38 60 Engine with Manual Stop Standard 38 Hourmeter Inoperative 60 Optional Key Switch Shutoff D Models only 38 Tachometer Inoperative 60 Installing and Adjusting the Key Switch Tachometer Sticking 60 Shutoff Solenoid 38 Tachometer Inaccurate 60 KeyStop Solenoid System Operation Manual Starter Disconnect Toggle Switches 61 Checking Procedure 38 Water Temperature and Oil Pressure Gauges 61 continued Engines Generators 1 TABLE OF Panel Early Models 62 Replacement of Field Coils 91 Activation by Key Switch 62 Low Voltage Output Service 64 High Voltage Output 92 Description 64 Solenoid with Throttle Linkage 92 Adjustment and Repair 64 WMD Generator AC Internal Wiring Diagrams 93 Pinion Gap Inspection 64 WMD Generator DC Electrical System 94 NoLoad Test 64 WMD Generator Wiring Diagram 24700 94 Solenoid 65 WMD Generator Wiring Schematic 24700 95 Starter Disassembly 65 80 BTD Generator 96 Starter Inspection 66 Description 96 Solenoid 66 80 BTD Generator 97 Inspecting the Armature 66 80 BID Internal Wiring Schematic 97 Brush and Brush Holder Inspection 66 80 BID Internal Wiring Schematic with Voltage Field Coil Inspection 67 Regulator Circuit Removed 98 Starter Adjustment and Reassembly 67 Bridge Rectifier 100DC Electrical System 68 Testing the Bridge Rectifier for Faults Description 68 with an Ohmmeter 100 Engine 12Volt Control Circuit 68 Exciter Stator Windings 101 Charging System 68 Exciter Rotor 102 Alternator 68 Main Stator Windings 103 Checking for Proper Voltage 68 Compound Transformer 103 Battery Maintenance 69 Selector Switch 104 Glow Plugs 69 Bridge Rectifier Wiring Service 70 NoLoad Voltage Adjustment 105 Description 70 Optional Voltage Regulator 106 Alternator 70 Installation 106 Testing the Charging Voltage 70 Generator Frequency 107 Output Test 71 Manual Check 107 Disassembly 71 Electrical Check 107 Inspection 72 Winding Connections 108 Diode 72 100 BTD Generator 109 Checking for Short Circui 72 Description 109 Checking for Open Circui 72 100 BTD Generator 110 Checking Diode Trio 72 100 BID Internal Wiring Schematic ll0 Stator 73 Residual Voltage Check 112 Field Coil Rotor 73 Bridge Rectifier 112 Checking Brush and Brush Spring 73 Testing the Bridge Rectifier for Faults Checking the Slip Ring 73 with an Ohmmeter 113 Regulator 73 Internal Wiring Diagram 113 Reassembly 74 Component Resistance Values 75 Component Resistance Checks 114DC Electrical System 76 Exciter Stator Windings 114 Engine Wiring Diagram 24666 Key Switch 76 Exciter RotorlField 115 Engine Wiring Schematic 24666 Key Switch 77 Main Stator Windings 116 Engine Wiring Diagram 33685 Key Switch Compound Transformer 116 Two Pushbuttons 78 Selector Switch 116 Engine Wiring Schematic 33685 Key Switch Bridge Rectifier Wiring 116 Two Pushbuttons 79 NoLoad Voltage Adjustment 117 Engine Wiring Diagram 36844 Admiral Panel 80 VoltageHertz Connection Bar 117 Engine Wiring Schematic 36844 Admiral Panel 81 Generator Frequency 118 Engine Wiring Diagram 36467 Captain Panel 82 Wiring Connections 119 Engine Wiring Schematic 36467 Captain Panel 83 BT Generator DC Electrical System l20 Engine Wiring Diagram 39144 Admiral BT Generator Early Models Wiring Diagram 34651 120 Captain Panels 84 80 BID 100 BID Generators Wiring Engine Wiring Schematic 39144 Admiral Diagram 36412 122 Captain Panels 85 80 BID 100 BID Generators WiringStandard Hardware 86 Schematic 36412 123Sealants Lubricants 86 BC Generator 124Metric Conversions 87 Description 124Generator Information 88 Guide 124 Use of Electric Motors 88 BC Generator 125 Required Operating Speed 88 Internal Wiring Schematic With Battery Charging Circuit 125 Generator Frequency Adjustment 88 Rotating FieldAuxiliary Windings and Diodes 126 Generator Maintenance 88 Main Stator Windings 127 Generator 88 Exciter Windings and Capacitors 127WMD Generator 89 Battery Charging Circuit 129 Description 89 Generator Frequency Hertz Adjustment 130 Disassembly 89 50 Hertz 60 Hertz Adjustment 130 Inspection 89 Engine SpeedGenerator Hertz Adjustment 130 Reassembly 89 NoLoad Voltage Adjustment 131WMD Generator 90 BC Generator DC Electrical System 132 No Electrical Output 90 44 BC 60 BC Generator Wiring Diagram 35951 132 Flash Field Coils 90 44 BC 60 BC Generator Wiring Schematic 35951 133 Engines Generators 2 service manual contains detailed information relating to Differences between 2cylinder and 3cylinder engine modelsthe proper operation of the major components and systems of are described in the disassembly inspection and reassemblythe engine or generator Included are disassembly inspection procedures throughout the Engine section of this manualservice and reassembly instructions for the guidance of suitably equipped and staffed marine engine service and rebuild NOTES CAUTIONS AND WARNINGSing facilities The necessary procedures should be undertaken As this manual takes you through the service proceduresonly by such facilities and their personnel Refer also to your maintenance schedules and of your parts catalog when performing an engine over critical information will be highlighted byhaul NOTES CAUTIONS and WARNINGS An explanation fol lowsPRODUCT SOFTWARE NOTE An operating procedure essential to noteProduct software tech data parts lists manuals brochuresand catalogs provided from sources other than WESTERBEKE are not within WESTERBEKES control A CAUTION Procedures which if not CANNOT BE RESPONSIBLE FOR THE observed can result in the damage or destruction ofCONTENT OF SUCH SOFTWARE MAKES NO WAR your OR WITH RESPECTTHERETO INCLUDING ACCUR4CY TIMELINESS ORCOMPLETENESS THEREOF AND WILL IN NO EVENTBE LIABLE FOR ANY TYPE OF DAMAGE OR INJURY A WARNING Procedures which if not properly fol lowed can result in personal injury or loss of lifeINCURRED IN CONNECTION WITH OR ARISING OUTOF THE FURNISHING OR USE OF SUCH customers should also keep in mind the ORDERING PARTSSERIAL NUMBER LOCATIONtime span between printings of WESTERBEKE product soft Whenever replacement parts are needed for engines alwaysware and the unavoidable existence of earlier WESTER provide the engine model number and engine serial numberBEKE manuals In summation product software provided as they appear on the silver and black identification namewith WESTERBEKE products whether from WESTER plate located on the manifold For generators provide theBEKE or other suppliers must not and cannot be relied upon complete generator model number engine serial number andexclusively as the definitive authority on the respective prod generator serial number as they appear on the silver anduct It not only makes good sense but is imperative that black decal located on the generator endappropriate of WESTERBEKE or the supplier in question be consulted to determine the accuracy andcurrentness of the product software being consulted by MODEL manual contains certain descriptions procedures that vary depending on the The engine serial number can also be found stamped into themodel Where references to specific models are necessary engine block just outboard of the injection pump The generfour basic model group designations are used A Models ator serial number is stamped into the generator housing onB Models C Models and D Models the side or above the rear carrier bearing A MODELS B MODELS You must provide us with this information so we may prop 2CYLINDER 3CYLINDER erly identify your In addition include a complete part description and part number for each part GENERATORS ENGINES needed see the separately furnished Parts List Also insist 60 Hz 50 Hz 60 Hz 50 Hz ijpon WESTERBEKE packaged parts because will fit or W13 WMD 44 WMD 33 W18 WMD 60 WMD 45 generic parts are frequently not made to the same specifica W13A 44 BCD 33 BCD W18 60 BCD 45 BCD tions as original equipment C MODELS D MODELS NOTE Component locations in this manual are referenced 3CYLINDER 3CYLINDER from the front of the engine which is the pulleydrive belt end GENERATORS GENERATORS Left and right sides are determined as follows imagineENGINES ENGINES straddling the engine facing in the same direction as the 60 Hz 50 Hz 60 Hz 50 Hz front of the engine the left side is at your left the right side W21 WMD 77 WMD 58 35B Three 100 BTD 75 BTD is at your right WMD 80 WMD 60 W21A 80 BTD 60 BTD RD60 Engines Generators 3 INTRODUCTION Owners may find it convenient to fill in the data on the decal or shown below to provide a quick reference when using this service manual SPECIFICATION 50 HZ 60 HZ MODEL RPM KW KVA VOLTS AMPS ENG HP ENG SER NO GEN SER NO PFIPHASE I WIRES RATING INSUL CLASS TEMP RISE BAITERY CO GENERATOR DECAL PROPULSION ENGINE IDENnFICATION NAMEPLATE Engines Generators 4 SPECIFICATIONS A MODELS B MODELS C MODELS D MODELS 2CYLINDER 3CYLINDER 3CYLINDER 3 CYLINDER GENERATORS GENERATORS GENERATORS GENERATORS ENGINES ENGINES ENGINES ENGINES 60 Hz 50 Hz 60 Hz 50 Hz 60HZ 50 Hz 60 Hz 50 Hz W13 WMD44 WMD33 W1B WMD60 WMD45 W21 WMD77 WMD 5B 358 Three 100 BTD 75 BTD W13A 44 BCD 33 BCD W1B 60 BCD 45 BCD WMDBO WMD60 W21 A BO BTD 60 BTD RDSOEngine Type Vertical inline 4cycle OHV with heat exchanger diesel 2 3Bore Stroke 28 x 30 in 70 x 78 mm 26 x 31 in 65 x 78 mm 29 x 31 in 73 x 78 mm 31 x 31 in 78 x 78 mmTotal Displacement 366 cu in 060 liters 474 cu in 078 liters 597 cu in 098 liters 682 cu in 112 Chamber Swirl chamber Ratio 231Injection Order 12 132Injection Timing Engines 23 15 BTDC Generators 19 15 BTDCInjection Pump Bosch M typeInjection Nozzle Throttle typeGovernor Centrifugal flyweight typeFuel Diesel 2 cetane rating 45 or Forced lubrication trochoid pumpOil Filter Paperelement filter full flow type 5 liter capacitySump Capacity 25 quarts 23 liters 36 quarts 35 litersFresh Water Pump Centrifugal typeFresh Water approximate 40 quarts 37 liters 50 quarts 48 litersRaw Water Pump Positive displacement Neoprene Motor 12 volts 16 kW reduction typeDC Alternator 12 volt 50 amp internal voltage Angle 15 Continuous in all directions 20 Temporary 20 Battery 12 volt 300 CCA or Value Standard 455 psi at 280 rpm 32 kgcm2 Minimum 370 psi at 280 rpm 26 kgcm2 Overhaul 312 psi at 280 rpm 22 355 psi 25 kgcm2 Engines Generators 5 TESTING FOR OVERHAULHOW TO JUDGE ENGINE OVERHAUL PERIOD 5 Install a pressure gauge adapter in the first injector hole or glow plug hole to be testedCause of Low Compression 6 Connect the pressure gauge to the the time at which an engine should be overhauledis determined by various conditions such as lowered enginepower output decreased compression pressure and increasedfuel and oil consumption The lowered engine power outputin the case of diesel engines is not necessarily due to troublewith the engine itself but is sometimes caused by injectornozzle wear or injection pump wear It is most reasonable tojudge by a decrease in compression pressure The decrease incompression pressure is caused by many factors It is therefore necessary to determine a cause or causes on the basis ofdata produced by periodic Oil MEASURING on a seasonal basis is a good means of monitoring PRESSUREengine internal wear When caused by worn cylinders orpiston rings the following symptoms will occur Low engine power output 7 Crank the engine with the starter motor until the pressure Increased fuel consumption reaches a maximum value Read the engine rpm and the Increased oil consumption pressure gauge when the starter rotation has become stable Hard engine starting 8 Repeat the above procedure for each cylinder Noisy engine operation 9 If the compression differs by more than 427 psi 30These symptoms often appear together Increased fuel con kglcm 2 at 200 rpm then determine the cause of the lowsumption and hard engine starting can result also from exces pressure and repair as necessarysive fuel injection improper injection timing and wear ofplugs and nozzles They are caused also by defective electri NOTE Do not guess the conditions of other cylinders rum acal devices such as the battery alternator starter and glow result of testing one cylinder Be sure to measure the complugs Therefore it is desirable to judge the optimum engine pression pressure for each cylinder Look for cylinders withoverhaul time by the lowered compression pressure caused dramatically at least 20 lower compression than the averby worn cylinders and pistons plus increased oil consump age of the other cylinders If the weak cylinder is flanked bytion In diesel engines satisfactory combustion is obtained healthy cylinders the problem is either valve or headgasketonly under sufficient compression pressure If an engine related or very low compression in an adjacent cylinderlacks compression pressure incomplete combustion of fuel indicates gasket failure Abnormally high readings on allwill take place even if other parts of the engine are operating cylinders indicate heavy carbon accumulations a To judge the period of engine overhaul it is impor that might be accompanied by high pressures and noisetant to measure the engine compression pressure regularly At NOTE In case of severe vibrations detonation noise andthe same time the engine speed at which measurement of smoky sooty exhaust have the injectors overhauled by ancompression pressure is made should be checked because the authorized fuel injection service center Poor fuel pressure varies with engine rpm contaminants and loss ofpositive fuel pressure to theThe engine rpm can be measured at the front end of the injection pump will result in injector OVERHAUL Compression Pressure Compression pressure tends to increase a little in a new engine until piston rings and valve seats have been broken inTo check the compression pressure follow this procedure Thereafter it decreases gradually with the progressive1 Warm the engine wear of these parts2 Remove all the fuel injectors or all the glow plugs from When decrease of compression pressure reaches the repair the cylinder block value the engine must be overhauled3 Disconnect the fuel solenoid from the throttle arm The engine requires overhaul when oil consumption is high generator models only blowby evident and compression values are at minimum or below Engine compression should be 32 kglcm 2 at 2804 Place the stop lever in the OFF position propulsion rpm See SERVICE STANDARDS chart models only Engines Generators 6 TESTING FOR OVERHAULNOTE The SERVICE STANDARDS chart gives the values for or replacement of the engine components Refer to 1 Prepare all parts necessary for values and measurements during engine overhaul 2 Clean or wash the parts Apply oil on surfaces needed or specified1 Before disassembly and cleaning carefully check for 3 Carefully check gaskets packings and oil seals even if defects which cannot be found after disassembly and not specified to check Replace with new ones if defec cleaning tive2 Drain water fuel and oil before disassembly 4 Be sure to install in proper directions and positions3 Clean or wash the engine exterior pay attention to dowel pins mating marks and specified directions Where tightening torque is not specified4 Do not remove or disassemble the parts that require no tighten evenly to an ordinary torque Apply sealant where disassembly specified5 Perform disassembly in a proper order using proper tools 5 After completion of the reassembly manually rotate the Keep disassembled parts in order Apply oil when neces engine crankshaft two complete revolutions to ensure sary Take special care to keep the fuel system parts free there is no binding or obstructions Prepare for starting from the intrusion of dust and dirt the engine and idle the engine sufficiently for a test run Engines Generators 7 SERVICE STANDARDSThese SERVICE STANDARDS specify thevalues at which the engine components will A MODELS B MODELS C MODELS D MODELSrequire REPAIR replacement is optional 2CYLINDER 3CYLINDER 3CYLINDER 3CYLINDERor REPLACEMENT due to maximum GENERATORS GENERATORS GENERATORS GENERATORS ENGINES ENGINES ENGINES wear It is important to observe 60Hz 50Hz 60Hz 50Hz 60Hz 50Hz 60Hz 50Hzthese standards for your W13 WMD44 WMD33 W1S WMD60 WMD4S W21 WMD77 WMDSS 35B Three 100 STD 7S STDand to take action when necessary to main W13A 44 BCD 33 BCD W1a 60 BCD 4S BCD WMDSO WMD60tain a high level of safety dependability W21A SO STD 60 STDand performance RD60All measurements are in mm unless otherwise notedTo convert mm to inches multiply by 03937 REPAIR or DESCRIPTION MODELS STANDARD VALUE replacement REPLACEMENT Required at Required at ENGINE COMPRESSION PRESSURE A 32 kgcm 2at 320 rpm 26 kgcm2 B C D 32 kgcm2at 280 rpm 26 kgcm 2 INTERCYLINDER DIFFERENCE max A B C D 25 kgcm2 INJECTION ORDER A 1 2 B C D 132 CYLINDER HEAD Bottom surface distortion A B C D Within 005 01 Valve seat angle IN and EX A B C D 45 Valve seat width IN and EX A 10 13 25 B C D 13 18 25 Valve seat sinkage A B C D 05 1 VALVE CLEARANCE IN and EX A B C D 025 when engine is cold VALVE Stem 00 A B C D 66 Stem to guide clearance Intake A B C D 012 010 Exhaust A B C D 025 015 Valve face angle A B C D 45 Valve head thickness margin width A B C D 10 05 VALVE SPRING Free length A B C D 43 10 Instalied loadllength A B C D 140 kg 07 kg36 mm 15 Squareness A B C D 2 3 ROCKER ARM Arm to shaft clearance A B C D 005 mm 02 CYLINDER BLOCK Camshaft hole 10 Front bushing A B C D 45 Cylinder bore A 70 02 95 Replace block or sleeve B 65 02 95 Replace block or sleeve C 73 02 95 Replace block or sleeve D 78 02 95 Replace block or sleeve Cylinder bore oversize finish tolerance A B C D oto 003 for each oversize Taper of cylinder A B C D within 001NOTE Valve seats are a part of the cylinder head A machine shop can install valve seats and cut the seats to properly fit the valves continued Engines Generators 8 SERVICE STANDARDSAll measurements are in mm unless otherwise notedTo convert mm to inches multiply by 03937 REPAIR or DESCRIPTION MODELS STANDARD VALUE replacement REPLACEMENT Required at Required at PISTON 00 skirt end A 70 B 65 C 73 0 78 Piston to cylinder clearance A B C 0 035 086 120 03 Oversize A 025 050 075 100 B C 0 025 050 075 PISTON PIN Type A B C Semifloating type 0 Fullfloating type 00 A B C 19 0 23 Piston to pin clearance A B C 0 002 slight force fitheat 008 Pin to connecting rod clearance A B C 0 Pressfit load 500 1500 kg PISTON RINGS A B C 0 3 No1 chrome plated barrel type No2 and No3 taper ring Number of oil rings A B C 0 1 chrome plated with coil expander Ring side clearance Compression No1 A B C 0 0812 03 No2 A B C 0 05 09 02 No3 A B C 0 04 08 02 Oil ring A B C 0 03 07 02 Ring gap A B C 0 15 40 125 15 CONNECTING ROD Bend and distortion A B C 0 05 015 Sideplay clearance A B C 0 01 035 05 Smallend bushing 10 0 23 008 CONNECTING ROD BEARING Standard Type A B C 0 Kelmet metal with back metal Oil clearance A B C 0 012 025 05 015 Undersize A B C 0 025 050 075 CRANKSHAFT Bend A B C 0 03 005 End play A 00603 B C 0 005 021 03 005 Main 00 A 59 015 095 B C 0 52 015 095 Conn 00 A B C 0 42 015 095 Undersize finish tolerance Main common to all A B C 0 00015 Conn common to all A B C 0 015 MAIN BEARING Standard type A B C 0 Kelmet metal with back metal flanged metal for center bearing only Oil clearance A B C 0 04 05 06 010 Undersize A B C 0 025 050 075 continued I I Engines Generators 9All measurements are in mm unless otherwise noted SERVICE STANDARDSTo convert mm to inches multiply by 03937 REPAIR or OESCRIPTION MOOELS STANOARO VALUE replacement REPLACEMENT Required at Required at CAMSHAFT Front bearing A B C 0 Lead bronze alloy with back metal Oil clearance A B C 0 004 008 010 015 Cam lobe height IN and EX A B C 0 3576 10 PUMP CAMSHAFT Front bearing A B C 0 Ball bearing Cam lobe height A B C 0 44 10 TAPPET 00 A B C 0 23 Tappet to cylinder block clearance A B C 0 01 08 015 PUSH ROO Bend A B C 0 Within 03 LUBRICATION ENGINE OIL Oil specification API service classification A B C Class CC 0 Class CF or CG4 Viscosity above 20C A B C 0 SAE30 or 10W30 5 to 20C A B C 0 SAE20 or 10W30 below 5C A B C 0 SAE 10W30 OIL PUMP Type trochoid A B C 0 Check valve opening pressure A B C 0 4 04 kgcm 2 at 500 rpm of pump speed Outer rotor to body clearance A B C 0 015 02 03 Outer rotor to inner rotor clearance A B C 0 005 012 025 Rotor to cover clearance A B C 0 003007 020 OIL PRESSURE SWITCH Contact closing pressure Engine A B C 0 4 6 psi normally open Generator A B C 0 4 6 psi normally open FUEL SYSTEM FUEL INJECTION PUMP Model NOPFR2M A Model MOPER3M B C 0 At smoke set SS Pump speed A B 0 1500 rpm 275 10 mm3st Pump speed C 1500 rpm 38 10 mm3st At start set MS Pump speed B 150 rpm 36 75 mm3 st Pump speed A C 0 150 rpm 34 5 mm3 st Difference from reference cylinder A B C 0 Within 2 mrnsrev cylinder Prestroke A B C 0 22 01 NOZZLE Throttle type A B C 0 Model NOON4S024 A B C 0 Injection start pressure A B C 0 120 10 kgcm2 Engines Generators 10 TECHNICAL DATA TIGHTENING TORQUE DESCRIPTION MODELS TYPEQUANTITY TIGHTENING TORQUE kgm CYLINDER HEAD BOLT A 6 120 130 B C D M12 bolt 8 115 125 wet B C D M10 bolt 3 65 80 wet CRANKSHAFT PULLEY NUT A B C D M18 1520 MAIN BEARING CAP BOLT A B C D 555 CONNECTING ROD CAP NUT A B C D 3235 FLYWHEEL MOUNTING 8T bolt with flange A B C D 13 14 8T bolt with washer old B C D 115 125 OIL DRAIN HOSE BANJO BOLT A B C D 56 OIL FILTER A B C D 1113 FUEL INJECTION PUMP Delivery valve holder A B C D 45 NOZZLE HOLDER Holder mounting bolt A B C D 15 2 Holder body and retaining nut A 810 B C D 68 GLOW PLUG A B C D 152Conversion factor to get Nm ftIb x 1356 Nm Engines Generators 11 ENGINE following table describes certain NOTE The engines electrical system is protected by a 20problems relating to engine service the probable causes of ampere manual reset circuit breaker located on a bracket onthese problems and the to overcome the left front side of the engine The preheat solenoid isthese problems mounted on the same bracket PROBLEM PROBABLE CAUSE HARD STARTING LOW CRANKING SPEED 1 Engine oil viscosity too high 1 Replace engine oil with less viscous oil 2 Rundown battery 2 Recharge battery 3 Worn battery 3 Replace battery 4 Battery terminals loosely connected 4 Clean terminals and correct cables 5 Defective starter 5 Repair or replace starter DEFECTIVE INJECTION SYSTEM 1 Air trapped in fuel passage 1 Bleed air from fuel system 2 Clogged fuel filter 2 Clean or replace filter 3 Low injection pressure 3 Adjust injection pressure 4 Inadequate spray 4 Clean or replace nozzle 5 Injection pump delivering insufficient fuel 5 Repair or replace injection pump 6 Injection too early 6 Adjust injection timing MAIN ENGINE TROUBLES 1 Low compression a Incorrect valve clearance a Adjust valve clearance b Inadequate contact of valve seat b Lap valve c Valve stem seized c Replace valve and valve guide d Broken valve spring d Replace valve spring e Compression leaks through cylinder head gasket e Replace gasket f Piston ring seized f Replace piston and piston ring g Worn piston ring and cylinder g Overhaul engine 2 Burnt glow plug 2 Replace glow plug 3 Faulty glow plug operation 3 Check glow plugs and solenoid 4 Incorrect governor lever position 4 Set lever to starting position LOW OUTPUT LOW COMPRESSION See HARD STARTING INJECTION SYSTEM OUT OF ADJUSTMENT 1 Incorrect injection timing 1 Adjust injection timing 2 Insufficient injection 2 Repair or replace injection pump 3 Low injection pressure 3 Check injection nozzle and adjust pressure INSUFFICIENT FUEL 1 Air trapped in fuel system 1 Check and retighten connector 2 Clogged filter 2 Clean or replace filter 3 Contaminated fuel tank 3 Clean tank INSUFFICIENT INTAKE AIR 1 Clogged air inlet 1 Clean or replace air inlet continued Engines Generators 12 ENGINE PROBLEM PROBABLE CAUSE OUTPUT cont OVERHEATING 1 Low coolant level 1 Add coolant 2 Loose Vbelt 2 Adjust or replace Vbelt 3 Incorrect injection timing 3 Adjust injection timing 4 Low engine oil level 4 Add engine oilEXCESSIVE OIL OIL 1 Defective oil seals 1 Replace oil seals 2 Broken gear case gasket 2 Replace gasket 3 Loose gear case attaching bolts 3 Retighten bolts 4 Loose drain plug 4 Retighten plug 5 Loose oil pipe connector 5 Retighten oil connections 6 Broken rocker cover gasket 6 Replace gasket 7 Loose rocker cover attaching bolts 7 Retighten attaching bolts OIL LEVEL RISING 1 Incorrectly positioned piston ring gaps 1 Correct ring gap positions 2 Displaced or twisted connecting rod 2 Replace connecting rod 3 Worn piston ring 3 Replace ring 4 Worn piston or cylinder 4 Replace piston and rebore cylinder OIL LEVEl FALLING 1 Defective stem seal 1 Replace stem seal 2 Worn valve and valve guide 2 Replace valve and valve guideEXCESSIVE FUEL ENGINE BODY 1 Noisy knocking 1 See KNOCKING 2 Smoky exhaust 2 See SMOKY EXHAUST 3 Moving parts nearly seized or excessively worn 3 Repair or replace 4 Poor compression 4 See LOW COMPRESSION HARD STARTING 5 Improper valve timing 5 Adjust 6 Improper valve clearance 6 Adjust INSUFFICIENT INTAKE AIR 1 Air intake obstructed 1 Clean or remove obstruction NOZZLE TROUBLES 1 Seized nozzle 1 Replace 2 Worn nozzle 2 Replace IMPROPER FUEL Replace with proper fuel FUEL LEAKS Find fuel leaksSMOKY EXHAUST WHITISH OR PURPLISH 1 Excessive engine oil 1 Correct oil level 2 Excessive rise of oil into combustion chamber due to a Poor piston contact a Check b Seized piston ring b Replace or clean c Excessive clearance c Replace or correct continued Engines Generators 13 ENGINE PROBLEM PROBABLE CAUSE EXHAUST cont WHITISH OR PURPLISH cont d Worn valve stem and valve guide d Replace e Low engine oil viscosity e Replace f Excessive oil pressure f Correct 3 Injection timing is too late 3 Adjust 4 Insufficient compression 4 See LOW COMPRESSION HARD STARTING BLACKISH OR DARK GRAYISH 1 Engine body troubles a Poor compression a See LOW COMPRESSION HARD STARTING b Improper valve clearance b Adjust 2 Insufficient intake air 2 Clean air intake silencer 3 Improper fuel 3 Replace with proper fuelABNORMAL SOUND CRANKSHAFT AND MAIN BEARINGOR NOISE 1 Badly worn bearing 1 Replace bearing and grind crankshaft 2 Badly worn crankshaft 2 Grind crankshaft 3 Melted bearing 3 Replace bearing and check lubrication system CONNECTING ROD AND CONNECTING ROD BEARING 1 Worn connecting rod big end bearing 1 Replace bearing 2 Worn crankpin 2 Grind crankshaft 3 Bent connecting rod 3 Correct bend or replace PISTON PISTON PIN AND PISTON RING 1 Worn cylinder 1 Rebore cylinder to oversize and replace piston 2 Worn piston pin 2 Replace piston 3 Piston seized 3 Replace piston and rebore cylinder 4 Piston seized and rings worn or damaged 4 Replace piston and rings VALVE MECHANISM 1 Worn camshaft 1 Replace 2 Excessive valve clearance 2 Adjust 3 Worn timing gear 3 Replace 4 Worn fan pulley bearing 4 ReplaceROUGH OPERATION INJECTION PUMP SYSTEMHUNTING 1 Uneven injection 1 Adjust injection or replace parts 2 Control rack malfunctioning 2 Disassemble check and correct injection pump 3 Worn delivery valve 3 Replace 4 Inadequate injection nozzle spray 4 Replace injection nozzle GOVERNOR SYSTEM 1 Governor lever malfunctioning 1 Check governor shaft and correct operation 2 Fatigued governor spring 2 Replace continued Engines Generators 14 ENGINE PROBLEM PROBABLE CAUSE ENGINE KNOCKS WITHOUT MUCH SMOKE 1 Faulty injector 1 Foul exhaust rebuild injector 2 Bent rod 2 Fuelish exhaust check compression repair 3 Main engine troubles a Overheated cylinder a See OVERHEATING LOW OUTPUT b Carbon deposits in cylinder b Clean 4 Too early injection timing 4 Correct 5 Too high injection pressure 5 Correct 6 Improper fuel 4 Replace with proper fuel KNOCKING WITH DARK SMOKE 1 Poor compression 1 See LOW COMPRESSION HARD STARTING 2 Injection pump malfunctioning a Worn plunger a Replace b Pinion is not in mesh with control rack b Correct c Broken delivery valve spring c Replace d Worn delivery valve seat d Replace 3 Improper nozzle a Poor spray a Clean or replace nozzle b Poor chattering b Repair or replace nozzle c Afterinjection drip c Repair or replace nozzle d Nozzle needle valve seized d 1 Fuel filter clogged 1 Clean or replaceEXHAUST SOUND 2 Fuel pipe sucks air 2 Retighten pipe joints or replace pipe 3 Water mixed in fuel 3 Replace 1 Vbelt slackening or slippery with oil 1 Adjust replace or clean 2 Damaged water pump 2 Replace 3 Lack of coolant 3 Add 4 Faulty thermostat 4 Replace 5 Low oil level or poor oil quality 5 Add or change 6 Knocking 6 See KNOCKING 7 Moving parts seized or damaged 7 Replace Engines Generators 15 ENGINE PARTS IDENTIFICATION 2CYLINDER MODELS ROCKER ARM INTAKE VALVE ROCKER SHAFT EXHAUST VALVE ROCKER STAY PISTON CYLINDER HEAD WATER PUMP CYLINDER BLOCK PUSH ROD l3F TAPPET CONNECTING ROD iUlt11 CAMSHAFT GEAR CASE fr PULLEY CRANKSHAFT GEAR FLYWHEEL BEARING HOUSING RING GEAR BREATHER VALVE ROCKER COVER ROCKER ARM EXHAUST VALVE INTAKE MANIFOLD GLOW PLUG PUSH ROD INJECTOR CYLINDER HEAD FUEL FILTER PISTON TAPPET CAMSHAFT CRANKSHAFT OIL PRESSURE SWITCH FRONT VIEW Engines Generators 16 ENGINE PARTS IDENTIFICATION 3CYLINDER MODELS WATER OUTlET FITTING COVER nbttROCKER ARM INTAKE VALVE ROCKER SHAFT EXHAUST VALVE iftlHtfH IfrfrBf CYLINDER HEADWATER PUMP PULLEY II WMERPUMP CYLINDER BLOCK PISTON lftilltfrkJ WHlf PUSH ROD CONNECTING ROD tmLJ tff1ftHIntW CAMSHAFT DRIVE BELT dJ4q REAR OIL SEAL CRANKSHAFT PULLEY JiLPr CRANKSHAFTt J FLYWHEEL GEAR CASE ROCKER COVER AIR BREATHER PIPE GLOW PLUG P EXHAUST MANIFOLD INTAKE MANIFOLD INJECTORI11IF CYLINDER HEAD tttttt PISTON INJECTION PUMP HiJU CONNECTING ROD 1wJ1 PUSH ROD hii TAPPET f CAMSHAFT PUMP CAMSHAFTti CYLINDER BLDCK iI lpCRANKSHAFT OIL PICKUP TUBE fiol OIL PAN 41 Engines Generators 17 CYLINDER The precombustion chamber is of a swirl chamber type Ricardo made of heat resisting steel and is press fittedThe cylinder head is of an overhead valve type made of in the cylinder head This chamber therefore requires nohighrigidity special cast iron and has an excellent cooling The crossflow type cylinder head provided with itsintake port on the righthand side and the exhaust pon on the Intake and exhaust valve guides are made of sintered alloylefthand side ensures high intakeexhaust efficiency and are commonly usable in either port The valve guides are oilimpregnated to improve wear resistance Valve seats when needed can be installed by a competent and knowledgeable machine shop The cylinder head gasket is made of carbon graphite It is provided with stainless steel sheet grommets around the bores for improved heat and pressure resistance The gasket requires no sealant when assembled Intake valves are made of heatresisting steel and have a largediameter head to provide greater intake efficiency The heads of the exhaust valves are protected against high tem peratures by a special heatresisting steel facing welded to the valve head enlNOEK HEAD Valve springs are coated with red enamel which marks the 3Cylinder shown rocker arm end to aid in proper placement of the spring dur ing assembly The spring retainer and retainer lock are com mon to intake and exhaust valves The valve stem seal at the top of the valve guide prevents downward seepage of oil into the combustion chamber The high speed engines 3000 rpm and over are provided with a valve spring seat between the valve springs and cylinder head enlNOEK HEAD 2Cylinder Engines CYLINDER HEAD CYLINDER HEAD GASKET VALVE GUIDE VALVE STEM SEAL Rocker arm rocker shaft and stay The rocker arms are made 9f special cast iron and are gas carbonized on the entire surface An oil hole is on the upper side of each arm The rocker arm shaft is a carbon steel tube the interior of which forms a lubricant passage The rocker arm area of the shaft is Three rocker shaft stays of aluminum enlNOEK HEAD alloy casting are used The rearmost stay forms an oil pas 3Cylinder Engines sage connected to the cylinder head The rear stay is identical to the front stay CYLINDER HEAD Engines Generators 18 CYLINDER HEADIntake manifold and exhaust manifold An intake manifoldwith its gasket is on the right side of the cylinder head and anexhaust manifold is on the left side of the cylinder head Theshape of each manifold depends on the engine modelThe crankcase vent system allows blowby gases produced inthe cylinder block to circulate inside the engine thus preventing them from exhausting This system leads blowby gasesfrom the cylinder block through tappet holes and push rodholes into the rocker cover and further through the airbreather pipe rubber pipe into the air intake manifold sothat blowby gases are carried into the combustion chamberand are burned during combustion ROCKER SHAFT ROCKER COVER VALVE SPRING EXHAUST VALVE ROCKER SHAFT STAY GLOW PLUG PUSH ROD ti FUEL INJECTOR II II CYLINDER HEAD PRECOMBUSTION CHAMBER CYLINDER HEAD 2Cylinder Engines ROCKER SHAFT ROCKER SHAFT STAY GLOW PLUG s LJllffr PUSH ROD FUEL INJECTOR PRECOMBUSTION CHAMBER CYLINDER HEAD CYLINDER HEAD 3Cylinder Engines Engines Generators 19 CYLINDER HEAD SERVICE DISASSEMBLY INSPECTION 1 Remove the air breather pipe Remove the water bypass hose if provided Cylinder Head 2 Remove the fuel injection lines NOTE See SERVICE STANDARDS for tolerances and measurements 3 Remove both the intake manifold and exhaust manifold assemblies 1 Before cleaning the cylinder head check it for cracks damage and water leaks 4 Remove the rocker cover 2 Hot tank the cylinder head to thoroughly clean all S Remove the rocker arms and rocker shaft as an assembly surfaces and oil passages 6 Remove the push rods 3 Check the lower surface of the cylinder head for distor 7 Remove the cylinder head assembly by loosening the tion using a straightedge and a feeler gauge head bolts in the numerical order shown below FRONT OF ENGINE CYLINDER HEAD BOLTS LOOSENING SEQUENCE 2Cylinder Engines CHECKING CYLINDER HEAD DISTORTION Valve Guide 1 Check the valve stemtoguide clearance If the replace ment value is reached replace the valve guide and valveFRONT OFENGINE CD CD CD CD 2 To remove an existing guide press it upward with a driver frQm under the cylinder head To install a new CD guide press it into the top of the cylinder head with a driver until the specified height is obtained CRINDER HEAD BOLTS LOOSENING SEQUENCE 3Cylinder Engines 15t D5IA MODELS 12t 05 B C AND b MODELS 8 Remove the cylinder head gasket 9 Partly disassemble the cylinder head assembly as follows a Remove the thermostat housing Remove the VALVE GUIDE thermostat and thermostat gasket b Remove the fuel injectorS and sealing washers c Remove the glow plug lead wires and remove the glow plugs INSTAlLlNG VALVE GUIDE d Using a valve spring com presser compress the spring for each valve Remove the retainer lock Valve Seat and then remove the retainer spring and valve Place the removed valves and other parts in order by each 1 Check each valve seat for damage and improper contact cylinder If necessary correct it as shown in the illustration After correction lap the valve into the seat using lapping com e A valve spring seat of 2mm thick for each spring is pound fitted on the cylinder head surface Be careful not to lose the spring seats Engines Generators 20 CYLINDER HEAD SERVICE NOTE Correction of a valve seat should be done after the Valve Spring valve guide has been checked and if necessary replaced 1 Check the valve springs for cracks and damage 2 Measure the free length and load of each spring Replace the spring if excessively deteriorated INTAKE SIDE EXHAUST SIDE CORRECTING VALVE SEAT2 If the valve seat sinkage reaches the replacement value see SERVICE STANDARDS install a new valve seat3 Check the valve seat sinkage by measuring the installed length of each valve assembly When measuring the size up to the top of the valve spring retainer include retainer thickness at the collar of 2 025 mm CHECKING FREE LENGTH OF VALVE SPRING NOTE The thickness of the valve spring retainer collar is STANDARD 17 03 mm VALUE VALVE SEAT SINKAGE f t4 Check the valve seat inserts if provided for proper fit Replace any that fit looselyValve1 Check the valve face and stem for excessive wear dam 3 Check the squareness of each spring Replace the spring age and distortion If there is any correct or replace the if it tilts excessively valve2 If the replacement value of the valve head thickness is 20rT SQUAREMD reached replace the valve3 Check each valve stem for wear and pitting in the areas GAUGE shown by the arrows in the illustration If necessary correct or replace the valve X CHECKING SPRING SQUARENESS Rocker Arm and Rocker Shaft 1 Check the valve contact surface of each rocker arm for excessive wear and damage If there is any replace the rocker arm Check the push rod contact surface of each adjusting screw for wear and damage If there is any replace the screw CHECKING VALVE 2 Measure the rocker arm JD and shaft OD If the differ VALVE HEAD ence between them is excessive replace the rocker arm THICKNESS Engines Generators 21 CYLINDER HEAD reassamble the cylinder head reverse the order of disas sembly taking care to observe the following instructions gNTEoF Partial Reassembly1 Press in the valve guides to the specified height For the installation procedure see VaLve Guide2 Install the valve stem seals securely on the valve guide CD3 Apply oil to the valve stems and insert them into the valve guides Install the springs retainers and retainer CRINDER HEAD BOLTS TIGHTENING SEQUENCE 3Cylinder Engines i locks in that order4 To assemble the rocker arms and shaft place the rocker 3 Be sure to use only new gaskets and packings Apply shaft in such a manner that the identification mark 43 sealant to the specified sealing points mm hole at the front end of the shaft faces toward the front of the engine Install the frontmost rocker arm and Valve Clearance Adjustment retain it with a snap ring In a similar manner install the other rocker arms one after another Finally install the A Models rearmost rocker arm and retain it with a snap ring Then With the piston of each cylinder at top dead center TDC install the assembly on the cylinder head When tighten of its compression stoke adjust the valve clearance to the ing the front and rear stays be sure to install the bolt specified value using a feeler gauge between the valve stem seats and washers tip and the rocker arm face using the adjusting screw IDENTIFICATION MARK B C and D Models Position the piston in 1 cylinder at the top of its compres sion stroke Observe the valves and timing mark on the front crankshaft pulley TDC when doing this Adjust the valve clearances for cylinder 1 Rotate the crankshaft 2400 in the normal direction of rotation clockwise and adjust the valves for the next cylinder in the engines firing order cylinder 3 INSTALLING ROCKER ARMS ON ROCKER SHAFT Rotate the crankshaft another 240 0 and adjust the valves for5 Tighten the glow plugs to the specified torque cylinder 26 Install the nozzle holders and tighten the bolts temporar NOTE For additionaL information see Adjusting VaLve ily After installing the high pressure injection lines CLearance under ENGINE ADJUSTMENTS retighten the bolts evenly to the specified torque Do not ADJUSTING SCREW reuse any sealing washers LOCKNUT7 Install the glow plug lead wires The glow plugs are a taper sealed type they do not require of Cylinder Head Assembly CLEARANCE COLD 025 mm1 Install the cylinder head assembly with a new gasket The gasket does not require any sealant 2 Tighten the cylinder head bolts to the specified torque in the numerical order shown in the illustration Start with a slight torquing of the bolts and after two or three stages of moderate torquing finally tighten to the specified torque see TECHNICAL DAE4 Be sure to use a torque wrench AiONTOF ENGINE ADJUSTING VALVE CLEARANCE CRINDER HEAD BOLTS TIGHTENING SEQUENCE 2Cylinder Engines Engines Generators 22 CYLINDER The piston pins are hollow carbonized forgings When con necting a piston to its rod a piston pin is pressfitted into theThe special iron casting cylinder block is of a full jacket small end of the rodtype in which cylinder liners are integrated with the cylinderblock The piston rings are made of special cast iron Each piston is provided with three two for D Models compression rings and one oil ring The outside surfaces of the top compression rings and oil rings are hard chrome plated The top rings are of the semikeystone type and the oil rings are provided with a coil expanderThe main bearings are made of metalbacked copper sintered alloy Kelmet and an aluminum alloy To improve runin they are coated with a leadtin alloy platingon the journal surface and tin flashplating on the journal NO1surface and tin flashplating over the entire bearing surface ND2Crankshaft thrust is received by the flanged center bearingOn the front bearing area of the camshaft a copper alloy rolled bushing is pressfittedThe crankshaft is a of carbon steel which 3is supported by four bearings to provide high pins and oil seal contact areas are to improve wear resistance and durability PISTON DO PISTON PISTON RINGS The connecting rod has an Ibeam cross section and a hori zontally split big end to provide high rigidity The big end bearing is made of a metalbacked special copper alloy except some Model C engines and all Model D engines which use a special aluminum alloy and is flash plated all over CRANKSHAFTS The front plate and gear case The steel front plate is posi tioned by a dowel pin located in the upper part of the camshaft area and a dowel pin in the lower part of the injecThe flywheel is made of cast iron and the ring gear is made tion pump area It is bolted to the cylinder block through aof carbon steel and is to the flywheel The gasket On the left end rear surface the lube oil pump geargear teeth are bearing housing is installed together with the gear case TheThe pistons are made of an aluminum alloy to reduce engine aluminum casting gear case is attached to the front end surweight and to decrease bearing load during highspeed opera face of the cylinder block through the front plate The casetion Each piston forms a tapered cylinder with elliptical houses the lube oil pump front bearing and the governorcross section contour so as to obtain the best contact with the related parts It serves also as a camshaft and idler gear thrustcylinder bore The piston crown surface has a cavity to stopperimprove fuel combustion Engines Generators 23 CYLINDER BLOCK Valve timing is as follows TDC INTAKE VALVE VALVE CLOSES ii The Camshaft and Timing Gears The camshaft is a high t Irt carbon steel forging The cam surface and journals are induction hardened to improve wear resistance The shaft is sup ported on three bearings the front bearing is a bush bearingwith the exception of a bushless bearing for engines pro EXHAUST VALVE OPENSduced in the initial period of production while the middle BDCand rear bearings are in the holes cut in the cylinder blockAll bearings are lubricated by a forced lubrication systemThe camshaft rear journal has a slot for intermittently lubri VALVE TIMINGcating the rocker arms through the cylinder head The rear Intake valve opens BTDC 18end of the shaft is provided with an oil escape hole to let Exhaust valve closes ATDC 18excess oil return to the oil pan Intake valve closes ABDC 46The helical timing gears are finished by shaving and crowning to provide high durability and to reduce chattering Exhaust valve opens BBDC 46 The tappet and push rod The tubuiar type tappets are chill hardened at the bottom and gascarbonized at low tempera ture over the entire surface to improve wear resistance Each tappet is offset from the cam center to prevent uneven wear of the tappet bottom The steelbar push rods are flamehard ened at each end PUSH RDDI GOVERNOR FLYWEIGHTS GEAR CAMSHAFT CRANKSHAFT Ii GEAR OFFSET OF TAPPET AND CAMSHAFT TIMING GEARS OFFSET 2Cylinder Engines The injection pump camshaft is made of high carbon steel Its cam surfaces are induction hardened to improve wear resistance The front end of the shaft supported on a ball bearing is connected to a gear The rear end is provided with an Oldhams coupling groove for connecting to the oil pump INJECTION PUMP CAMSHAFT 3Cylinder shown drive shaft The highpressure oil pump is directly coupled to the injec tion pump camshaft at the rear of the shaft mating into the Oldhams coupling groove The sheet metal oil sump has an oil drain hose that routes from the lube oil drain plug to a bracket at the front side of TIMING GEARS 3Cylinder Engines the engine Engines Generators 24 CYLINDER BLOCK Models1 For the removal of the cylinder head and related parts refer to DISASSEMBLY under CYLINDER HEAD SERVICE2 For removal of the injection pump water pump and elec trical equipment refer to their respective sections3 For the removal of the oil filter and oil pump refer to LUBRICATION SYSTEM SERVICE4 Remove the push rods then puIl the tappets upward out REMOVING THE of the crankcase CRANKSHAFT 2Cylinder shown5 Remove the oil pan and gasket B Cand 0 Models6 Remove the flywheel 1 For removal of the cylinder head and related parts refer7 Loosen the crankshaft puIley nut and removethe puIley to DISASSEMBLY under CYLINDER HEAD SERVICE and washer 2 For removal of the water pump and electrical equipment8 Remove the gear case and gasket refer to their respective sections9 Remove the oil pump gear 3 Pull off the push rods tlen pull out the tappets upward10 Remove the governor weight assembly then remove the 4 Remove the fuel filter snap ring and the governor gear 5 Loosen the crankshaft pulley nut then take off the pulley11 Draw out the camshaft and gear from the crankcase and washer 6 Loosen the flywheel mounting bolts and remove the fly wheel 7 Remove the back plate and rear oil seal case 8 Remove the lube oil pump gear bearing housing Remove the gear case but first it is necessary to remove the tie rod located at the right front beside the injection pump of the cylinder block and to remove the stopper spring and tierod from the injection pumps fuel rack A CAUTION Be sure to separate the injection pump rack from the tierod before remoing the gear case The front plate is bolted to the cylinder block from inside the gear case therefore be care ful not to drie out the gear case together with the12 Remove the sleeve crankshaft gear plate and thrust front plate Also be careful not to damage the washer dowel pins13 Remove the connecting rod cap Draw out the piston and 9 Remove the fuel injection pump connecting rod upward 10 Remove the governor weight bolts Remove the weights Note Keep the rod caps and bearings in order near each cylinder to ensure they will be reassembled in their 11 Remove the pump camshaft bolt original order Mark them as needed 12 Remove the oil filter and the oil pump assembly Then14 Remove the bearing housing from the crankcase pull out the injection pump camshaft15 With the crankshaft counterweight positioned in the cut 13 Remove the gears Then remove the front plate of the crankshaft hole in the crankcase draw the crank 14 Remove the camshaft shaft out carefully so the main bearings will not be damaged 15 Tum the engine upside down Remove the oil pan and oil screen Engines Generators 25 CYLINDER BLOCK SERVICE16 Remove the nuts from the big end of each connecting rod DModels and remove the cap Push the piston and connecting rod 1 Remove the snap ring from each end of the piston assembly upward out of the cylinder block Keep the removed parts in order for each cylinder When pushing 2 Using a piston heater heat the piston for about 5 minutes out the piston and connecting rod assembly put a in an oil bath of about 80C Then remove the piston wooden block against the cap mating surface of the rod from the oil bath and pull out the piston pin so as not to damage the metal surface INSPECTION17 Remove the main bearing caps Keep the caps and bear Cylinder Block ings in order for each cylinder It is necessary to measure 1 Check the cylinder block for cracks and damage If there the crankshaft end play before removing the caps see is any repair or replace the block Check the camshaft Crankshaft para 3 under CYLINDER BLOCK SER front journal bushing for wear and damage If there is VICE Mark the caps and rod with a number punch 1 4 any replace the bushing using a special tool fool as needed 03358318 Remove the crankshaft If the journal mating part in the cylinder block is damRemoving Piston Pin aged on an engine without a bushing at the front end of the camshaft machine the indicated dimension of theWhen separating the piston from the connecting rod use the hole and pressfit the bushing in place For procedures Keep the disassembled parts in order installation procedure see CYLINDER BLOCKfor each set Take care to prevent confusion especially for SERVICE REASSEMBLY early engines onlyeach set of piston and wrist pinA Band C Models1 Set the piston and connecting rod assembly on the A CAUTION Force out the bushing in the cylin special tool piston pin setting tool body der block using an appropriate bushing drift Be careful not to damage the tappet hole2 Insert the push rod of the tool into the piston pin hole and press the pin out When machining the bushing installation hole the 148 mm 118998 hole is to be parallel and con A CAUTION Do not hammer a piston pin to centric within 01 mm 00039 to the 145 mm 117717 hole remove it A stuck piston pin which requires exces sive pulling force should be replaced Do not apply CYLINOER BLOCK FRONT FACE a load of more than 3000 kg to the piston pin set CAMSHAFT BUSHING ting tool INSTALLER REMOVING CAMSHAFT BUSHING IOENTIFICATION MARK 2 Check the water jacket for scale and corrosion Clean the block thoroughly and ensure that all oil passages are clean ARROW MARK 3 Check the cylinder walls for scratches dents and wear If necessary repair by honing or boring Measure the cylin der bore in rightangled directions A and B at three PISTON different depths 4 When cylinder bore wear is not excessive and only the piston rings require replacement check the upper part of the cylinder for ridge wear If any exists ream the cylinder bore and hone when necessary REMOVING PISTON PIN Engines Generators 26 CYLINDER BLOCK SERVICE E9 WEIGHT OF RINGJFRONT 12mm SEMIKEYSTONE RING CLEARANCE PISTON RING SIDE CLEARANCE 4 Measure the gap of each piston ring Replace the ring if CHECKING CYLINDER WEAR its gap is excessively large To measure the ring gap insert a ring into the least worn place of the cylinder borePiston Piston Pin and Piston Rings skirt using a piston and measure the gap with a feeler gauge1 Check the piston for seizing scratches and wear If nec essary replace the piston2 Measure the piston OD Replace the piston if exces PISTON o sively worn If the clearance is exces sively large machine the cylinder to an oversize bore or replace the piston The piston OD should be measured at the lower end of the skirt at right angles to the axis of the piston pin hole JLNG RING GAP MEASURING PISTON RING GAP CLEARANCE Connecting Rod 1 Using a connecting rod aligner check each connecting rod for bending and distortion If necessary correct or replace the rod MEASURING PISTON 00 2 Measure the connecting rod thrust clearance with a rod assembled on the crankshaft If the clearance is exces sive replace the rod assembly3 Measure the side clearance between each piston ring and its groove If necessary replace the ring As to the semikeystone type top ring allow it to sink by its own weight into the groove then measure its depth from the piston surface CONNECTING ROD THRUST CLEARANCE PISTON RING SIDE CLEARANCE Engines Generators 27 CYLINDER BLOCK Measure the crankshaft bend If excessive repair or replace the crankshaft MEASURING CRANKSHAFT END PLAY Main Bearings and Connecting Rod Bearings Check the surface of each bearing for flaking melting seiz ing and poor contact If any of these conditions exist replace CRANKSHAFT 00 the bearing A Models When replacing the main bearings use the Check the crankshaft journals and pins for damage installer tool seizure and other faults If excessively worn or damaged machine to the undersize diameter At the ame time 1 Renwving the main bearing To remove the main bear replace the corresponding main bearing or connecting rod ing put the guide ring onto the installer body as illus bearing with the same undersize bearing When machin trated Remove the main bearing from the bearing ing a crankshaft journal or pin to the undersize one be housing by pushing from the front toward the rear Also sure to finish its fillets to R25 mm Check that all oil remove the main bearing from the rear of the crankcase passages in the crankshaft are clean and open by pushing inward from the rear after removing the oil seal 2 Installing the main bearing Before installing the main bearing apply engine oil to the bearings outside surface Be sure to use a press to install the bearing Do not ham mer the bearing To install the main bearing assemble the main bearing installer body and guide ring as illustrated and then pressin the bearing in the same direction as it was removed BEARING BEARING INSTALLER INSTALLER FlUET RADIUS ON CRANKPIN JOURNAL MARKING3 Check the crankshaft end play If the specified limit is exceeded replace the flanged No3 main bearing To check the end play install the main bearings crankshaft and main bearing caps then tighten the cap bolts to the specified torque Measure the end play with a dial gauge held against the front end of the crankshaft REMOVING MAIN BEARINGS INSTALLING MAIN BEARINGS Engines Generators 28 CYLINDER BLOCK SERVICE The main bearing must be pressedin in such away that the Camshaft crankcase oil hole and bearing oil hole line up The housing Measure the clearance between the center journal and the body has a marking on its collar Set the bearing with th oil cylinder block and between the rear journal and the cylinder hole properly aligned with this marking and then press m block If either or both clearances are excessive replace the with the oil hole aligned with the crankcase 011 hole After camshaft front bushing or cylinder block Replace the setting do not turn the tool and bearing Be sure that th camshaft if the cam surface is damaged or the cam lobe IS main bearing is pressed in with the outer area of the mam badly worn bearing above the crankcase center B C and D Models Fit thai barings to the cylinder block and the connect ing rod bearings to the connecting rods Tigten the bolts to specification Measure the JD of each beanng Then mea sure the OD of the crankshaft journals and pins to calculate the oil clearance a plastigauge may be used If any oil clear ance is excessive replace the corresponding bearing If an excessive clearance still remains even after replacement of the bearing grind the crankshaft to the undersize OD and install the same undersize bearing MEASURING CAM LOBE HEIGHT Fuel Injection Pump Camshaft Replace the camshaft if the cam surface is excessively worn or damaged or if the Oldhams coupling is damaged CONNECTING ROO BEARING 10 Gearcase Check the gearcase body for cracks and damage and the oil seal for damage Also check the governor related parts If the camshaft thrust plug pressfitted in the gearcase has been worn or damaged install a new thrust plug Ball Bearings 22 04 Check each ball bearing for excessive wear or damage and for irregular or noisy rotation If there is any replace the bearing Tappets 1 Check the bottom of each tappet for cracks flaking and nicks If any of these conditions exist replace the tappet 2 Check the clearance between each tappet and the cylinder PRESSFIT HEIGHT OF block If any clearance exceeds the specified limit CAMSHAFT THRUST PLUG replace the tappet Push Rods Timing Gears and Lube Oil Pump Gear 1 Replace a push rod if both its ends are excessively worn Check each gear for poor contact wear and damage If there 2 Place each push rod on a surface plate and check for is any replace the gear Also check the splined bore of the bending at the center of the rod If the bend exceeds the lube oil pump gear for faults specified limit correct or replace the rod Engines Generators 29 CYLINDER BLOCK AMODELS c Set the piston connecting rod and guide as an assem bly on the tool body When setting insert the tool guide into the tool body with the cut in the guide in A CAUTION Clean each part sufficiently Clean oil alignment with that in the tool body and then tum the guide 90 Make certain the small end of the connect passages sliding surfaces and rotating parts with spe ing rod rests properly on the tool body Also confirm cial care that the front mark on the piston head and identifica Before assembling apply engine oil to all sliding rotat tion mark on the connecting rod face up ing and pressfit parts such as bearings and cylinder d Press the piston pin in under a pressure of 500 to 1500 inner walls kg If the piston pin is easily pressed in with less pres sure than above or if the pin needs a greater pressure Replace gaskets packings and oil seals with new ones replace the connecting rod or the piston and pin Apply sealant to gaskets and packings and to the assembly The piston pin will be positioned in place specified sealing points by the guide After installation tum the push rod 90 so that the cut in the guide comes in alignment with Observe tightening torque and sequence where speci the cut in the tool body Detach the piston and con fied For other parts tighten to the torque for ordinary necting rod assembly from the tool body screws or bolts as the torque table specifies Check clearances and end plays during assembly work GUIDE E 1 Assemble the piston and the connecting rod using the piston pin setting tool 8 Insert a piston pin into the push rod of thetool then screw a guide see illustration for proper guide fully into the push rod b Insert the assembled push rod piston pin and guide into the piston pin hole from the guide side and into the small end of the connecting rod In this case both the arrow front mark on the piston head and the identification mark on the connecting rod are to be PISTON PIN SmlNG TOOL PN 033582 positioned upward Before insertion apply engine oil AModels only to the piston pin and to the connecting rod small end hole A CAUTION After assembling the piston andPISTON connecting rod make certain the connecting rod small end is properly positioned at the center of the piston pin If any excessive deviation from the proper pOSition is found correct it In this case check the piston pin setting tool also MARK Each piston and its pin are matched parts and InCTlclrATIn therefore a set of piston and pin must not be confused with other pistons and pins All pistoAS and pins to be used in an engine must be of the same size same mark Piston rings differ in shape from one another Be sure to install them in their proper positions and directions as illustrated and with the stamped manufacturer mark and size mark facing up When installing the piston ring with a coil expander position the expander joint opposite to the ringgap position INSTALLING PISTON PIN AModels only Engines Generators 30 CYLINDER BLOCK SERVICE p 5 Install the outside thrust bearing in the bearing bore in the bearing housing then install the stopper plate crank shaft gear and sleeve Install the stopper plate with the chamfered side facing toward the rear of the engine RNO2 Install the crankshaft gear with the stepped side facing toward the rear of the engine Also install the sleeve with the chamfered square end toward the front of the engine 3 iI 00 PISTON RINGS PISTON RING POSITIONS c v NUT RING GAP PULLEY WASHER FRONT OFp POSITIONS SLEEVE ENGINE INSTALLING CRANKSHAFT GEAR SLEEVE c 3 Insert the crankshaft into the crankcase Apply engine oil to the main bearings and crankshaft journals Be careful not to damage the main bearings4 Install the bearing housing with the tongue of the inside thrust bearing properly fitted in a notch in the bearing housing A CAUTION Thrust bearings inside and out side are identical Howeer before installation 6 Temporarily install the sleeve stopper washer except for measure their thickness to confirm that they are the PTO pulley and crankshaft pulley Tighten the nut Check the crankshaft end play If the end play exceeds within the standard size From this the crankshaft the specified value recheck the thrust bearing Also end play can be specified check that the crankshaft gear and sleeve are properly installed Mter checking the end play loosen the nut and remove the pulley and washer INSTALLING CHECKING CRANKSHAFT END PLAY THRUST BEARING Engines Generators 31 CYLINDER BLOCK SERVICE7 Insert the piston and connecting rod assembly from 10 Install the oil pump drive gear with ball bearing above into the cylinder using a ring band At this time 11 Attach a gasket coated with the specified sealant to the make certain that the piston ring ends are properly posi gear case then install the gear case with the governor tioned and that the arrow mark on the piston head is linkage assembled to it directed toward the front of the engine In older models the arrow faces toward the combustion chamber After 12 Install the crankshaft pulley Be sure to install the crank insertion install the rod metal in proper position and shaft spacer stopper washer and crankshaft pulley washer tighten the rod cap to the specified torque 13 Install the flywheel and tighten the bolts to the specified torque 14 Install the oil pan 15 Insert the tappet FRONTOF 16 Install the cylinder head assembly ENGINE r lJi 17 Install the injection pump assembly 6 PISTON RING GAP POSITIONS8 Assemble the camshaft gear to the camshaft and retain it with a key Insert the camshaft into the crankcase with the crankshaft gear mating mark and camshaft gear mat ing mark properly aligned as illustrated INSTALLING INJECTION PUMP 18 Install the oil pump and oil filter When the oil pressure switch has not been installed yet apply sealant to its threaded portion and install CRANKSHAFT 19 Install the fuel filter GEAR 20 Install the water pump CAMSHAFT GEAR 21 Install the starter and alternator TIMING GEAR MATING MARKS9 Install the governor gear Install a snap ring onto the shaft Then install the governor weight assembly and sliding shaft INSTALLING THE GOVERNOR Engines Generators 32 CYLINDER BLOCK SERVICE 265 mm t 05 mmREASSEMBLY B C and D MODELS A CAUTION Clean each part sufficiently Clean oil passages sliding surfaces and rotating parts with spe cial care Before assembling apply engine oil to all sliding rotat ing and pressfit parts such as bearings and cylinder inner walls Replace gaskets packings and oil seals with new ones Apply sealant to gaskets and packings and to the spec PRESSFlnlNG IDLER GEAR SHAFT ified sealing points 3 When replcing the dipstick guide coat the new guide Observe tightening torque and sequence where speci without a flange with HERMESEAL 52B sealant then fied For other parts tighten to the torque for ordinary pressfit into the cylinder block Pressfit to a height of 30 05 mm 11811 00197 from the cylinder screws or bolts as the torque table specifies block surface When installing the former type of guide Check clearances and end plays during assembly work which is increased in diameter at the midpoint press it in until caught in the hole There is no difference in the pressfit position between the former type and later type1 When the camshaft front bushing is pressed in align the guides bushing oil hole with the oil hole in the cylinder block using a bushing installing tool For proper alignment make a mark indicating the blocks oil hole position on the front end face of the block After installing the bush ing confirm that the oil holes are properly aligned with each other LATER TYPE GUIDE FORMER GUIDE PRESSFIniNG DIPSTICK GUIDE INTO BLOCK 4 Install the main bearings to the cy Iinder block NOTE The oil ports must be properly positioned and the OIL HOLEI BUSHING SEAM bearing fitted correctly into the block recess 5 Install the crankshaft Apply engine oil to the journals and pins 6 Install the main bearing caps and tighten the cap bolts to the specified torque Each cap carries an embossed arrow mark and numeral to prevent incorrect installation of the caps When installing the No1 and No 4 caps apply sealant to the upper surface cylinder block mating surface FRONT OF ENGINE INSTALLER L l 1 mm PRESsFITTlNG CAMSHAFT BUSHING2 When pressing in the idler gear shaft follow the align ment and length of protrusion shown in the diagram Failure to do so will result in low oil pressure during engine operation MAIN BEARING CAPS Engines Generators 33 CYLINDER BLOCK SERVICE7 Check the crankshaft end playS Apply sealant to the outside surface of both side seals PISTON Press the side seals into the front and rear caps thus com pleting the reassembly of the crankshaft InITlCII ATI MARK J L INSTAWNG BEARING CAP SIDE SEALS PISTON PIN SETTING TOOL b Insert the assembled push rod piston pin and guide into the piston pin hole from the guide side and into the small end of the connecting rod In this case both9 Install the oil seal into the crankshaft rear oil seal case the arrow front mark on the piston head and the Install the seal case to the cylinder block Remember to identification mark on the connecting rod are to be install the gasket Turn the crankshaft one complete positioned upward Before insertion apply engine oil revolution to ensure there is no unwanted binding to the piston pin and to the connecting rod small end hole10 Install the back plate11 Install the flywheel Tighten the bolts to the specified c Set the piston connecting rod and guide as an assem bly on the tool body When setting insert the tool torque guide into the tool body with the cut in the guide in12 Assemble the piston and the connecting rod alignment with that in the tool body and then tum the Band C Models guide 90 Make certain the small end of the connect ing rod rests properly on the tool body Also confirm a Use the Piston Pin Setting Tool Insert a piston pin that the front mark on the piston head and identifica into the push rod of the tool then screw a guide see tion mark on the connecting rod face up illustration for proper guide fully into the push rod d Press the piston pin in under a pressure of 500 to 1500 kg If the piston pin is easily pressed in with less pres sure than above or if the pin needs a greater pressure 89mm replace the connecting rod or the piston arid pin GUIDEF Ie MODELS assembly The piston pin will be positioned in place by the guide Mter installation tum the push rod 900 so that the cut in the guide comes in alignment with am the cut in the tool body Detach the piston and con PUSH ROD necting rod assembly from the tool body GUIOE B MODELS PISTON PIN SETTING TOOL NO ST332301 Engines Generators 34 CYLINDER BLOCK SERVICE 14 Install the piston and connecting rod assembly from the A CAUTION After assembling the piston and top of the cylinder block using a ring band In this case make certain the piston ring gaps are properly positioned connecting rod make certain the connecting rod and the arrow mark on the piston faces the front of the small end is properly positioned at the center of engine After insertion install the connecting rod end the piston pin If any excessive deviation from halves in place and tighten the rod cap bolts to the speci the proper position is found coect it In this fied torque Apply oil to the bearing surfaces before assembly of the Cnnecting rod ends case check the piston pin setting tool also 15 Install the front plate Remember to install the gasket and Each piston and its pin are matched parts and dowel pin therefore a set of piston and pin must not be 16 Tum the crankshaft until the No1 cylinder piston comes confused with other pistons and pins All pistons to the top dead center and pins to be used in an engine must be of the 17 Align the keyway in the crankshaft gear with the key on same size same mark the crankshaft Install the gear on the shaft 18 Align the mating mark 1 on the idler gear with that on DModels the crankshaft gear install the idler gear on the idler When assembling the piston and connecting rod for shaft Insert the camshaft and gear assembly into the D Models heat the piston at 80 a C for about 5 minutes in cylinder block so that the mating mark 2 on the oil using a piston heater After installing the piston pin camshaft gear aligns with that on the idler gear Then lock with a snap ring at each end of the pin insert the injection pump camshaft assembly into the cylinder block and align the mating mark 3 on the13 Piston rings differ in shape from one another Be sure to pump gear with that on the idler gear Finally install the install them in their proper positions and directions as injection pump drive shaft gear assembly illustrated and with the stamped manufacturer mark and size mark facing up When installing the piston ring with a coil expander position the expander joint opposite to the ring gap position PISTON RINGS GEAR MATING MARKS PISTON RING POSITIONS 19 Confirm that mating marks on the gears are in proper t alignment with each other RING GAP 20 Fit the governor weight assembly to the injection pump cam gear FRONT OFA POSITIONS ENGINE v S Engines Generators 35 CYLINDER BLOCK SERVICE21 Install the gear case with the governor and related parts 26 Install the cylinder head assembly see CYLINDER previously installed and gasket When installing the gear HEAD SERVICE REASSEMBLY case insert the tierod and tierod stopper spring into the 27 Install the injection pump assembly see Installation and hole in the cylinder block so to position it next to the Adjustment of Fuel Injection Pump under FUEL injection pump fuel rack SYSTEM INSTALLING GEAR CASE INSTALLING INJECTION PUMP22 Insert the crankshaft pulley Install the washer and nut Then tighten to the specified torque 28 Install the oil pump and oil filter see REASSEMBLY23 Install the back plate Be sure to install the gasket under LUBRICATION SYSTEM SERVICE When the oil24 Install the oil pick up then install the oil pan pressure switch and oil pressure sender with adapter has not yet been installed apply sealant to the threaded25 Apply oil to the periphery of the tappet Insert the tappet portion when installing into the cylinder block Then insert the push rod properly into the tappet hole Check to see if the tappet moves 29 Install the fuel filter lightly 30 Install the fresh water pump 31 Install the starter see SERVICE and alternator see SERVICE 32 Install the raw water pump TAPPET INSTALLING TAPPET AND PUSH ROD Engines Generators 36 3 Remove the fuel injection pump see Fuel Injection Pump under FUEL SYSTEMThe governor keeps engine speed constant by using a balance between the centrifugal force acting on the governor 4 Remove the gear case mounting bolts and remove theweights and the tension of the governor spring gear case see CAUTION under DISASSEMBLY CYLIN DER BLOCK SERVICEIf engine speed increases the governor weights will openforcing the sliding shaft forward This moves the injection 5 Remove the governor springpump fuel rack linked to the sliding shaft through the gover 6 Remove the nut washer and spring lever Remove thenor lever assembly tierod and spring in the direction that speed control lever from the gear caseinjects less fuel into the cylinders The movement is stopped 7 Remove the nut washer and spring lever remove theat a point where the centrifugal force of the governor weights governor lever set bolt and remove the governor leverbalances with the tension of the governor spring 8 Remove the governor weight assembly and the slidingIf engine speed is decreased by an overload the control rack shaft from the injection pump camshaftis pushed against the smoke set spring in the direction thatinjects more fuel The Angleich mechanism restricts the 9 Remove the tierod and spring from the governor leverincrease and quantity of fuel injection thus preventing overload saving fuel and decreasing exhaust smoke INJECTION PUMP GOVERNOR LEVER GOVERNOR WEIGHT h2tao1fSLIDING SHAFT GEAR CASE GOVERNOR SHAFT GOVERNOR LEVER SECTION OF GEAR CASE PUMP GEAR PUMP CAMSHAFT INSPECTION c1IIDLER GEAR 1 Check the governor weights for wear and damage Replace if defective 2 Check the sliding shaft for damage and stiff movement Replace if defective GEAR CASE Governor Lever NEEDLE BEARING Check the sliding shaft contact area of the governor lever and check the tierod and spring which connect the governor GOVERNOR LEVER lever to the fuel rack Replace if defective GOVERNOR SHAFT Governor Spring NEEDLE BEARING Check the spring for deterioration and breakage Replace if L defective When overhauling replace the spring GOVERNOR SPRING GOVERNOR Needle Bearing SPEED CONTROL LEVER Check the needle bearing supporting the governor lever shaft in the gear case for Remove the drive belt see FRESH WATER COOLING REASSEMBLY AND ADJUSTMENT SERVICE To reassemble the governor reverse the order of disassembly2 Remove the crankshaft pulley nut and remove the pulley After reassembly check the governor for smooth operation Engines Generators 37 ENGINE SHUTOFFENGINES WITH MANUAL STOP Standard pullin lead should be run to the heavy solenoid terminalA manual stop lever is located on the outboard side of the on the starter Connect the red hold lead splice into theengine block just below the fuel injection pump The damper R connection on the DC is also mounted on this same lever assembly A throttle bracket is provided to attach a pushpull cable This cable SIDEWILFILLER REMOVE is attached to the shutoff lever When pulled fully in the stopdirection by the cable a lever inside the cover assemblymoves the fuel rack of the injection pump to the fuel stop position stopping the engine Once the engine stops thecable is pushed in to return the shutoff lever back into thefuelrun position A heavy return spring on the shutoff leverassists in doing this Periodically lubricate the lever andpushpull cable to ensure free movement MANUAL STOP KeyStop Solenoid System Operation Checking Procedure 1 Wire the system making reference to the wiring diagram THROTTLE LEVER 2 Viewing with the tierod cover off confirm that when the key switch is turned to the ON position before starting the engine the solenoid energizes and brings the fuel injection pump fuel rack to the MS STOP plate position 3 Tum the key switch to OFF and reinstall the tierod coverOPTIONAL KEY SWITCH SHUTOFF 4 The shutoff sequence is as follows0 Models only When the start button is depressed during the normalAn optional key switch shutoff solenoid 037100 is offered starting procedure the solenoid is energized by the pullfor D Models only This solenoid mounts in a boss directly in lead Once the engine starts and the start button isbehind and slightly below the injection pump mounting loca released the solenoid remains energized by current to thetion This solenoid when energized by turning the key hold lead of the solenoid coming from the R terminalswitch on allows the injection pump fuel rack to move to the connection on the alternator which receives position allowing the engine to start and run When rent once the engine starts and the oil pressure switchthe key switch is turned off the solenoid plungermoves the closes from engine oil pressurefuel rack to the stop fuel position stopping the and Adjusting the Key Switch A CAUTION The pullin lead draws about 810 ampsShutoff Solenoid to energize the solenoid The hold lead draws about one1 Remove the large plug or side oil filler assembly located amp to keep the solenoid energized Should these leads just behind the injection pump and slightly below it on be connected incorrectly during installation the sole the engine block noid will be damaged from excess current draw during2 Visual access to the fuel injection pump fuel rack is engine operation needed To obtain this remove the shutoff lever side cover assembly NOTE Should the solenoid fail and engine operation is3 Thread the locknut all the way onto the solenoid and required unscrew the solenoid as far out of the boss as pos apply a small amount of Teflon sealant to the threads for sible without removing it Lock it in position with the locknut ward of the nut The engine will now start To shut the engine off use the4 Thread the solenoid into the boss on the engine block and manual shutoff lever Disconnect the two leads red and white observe the solenoid plunger through the side cover from their power source opening Allow the plunger to contact the fuel rack and move it fully into the shutoff position on the injection pump Do not thread the solenoid further into the boss so that the plunger against the fuel rack is pushed into the solenoid5 Back the solenoid out of the boss 14 to 12 tum and secure the solenoid in position with the locknut6 Properly connect the three electrical leads from the sole noid The black eye lead goes to block ground The white KEY STOP SOLENOID Engines Generators 38 ENGINE ADJUSTMENTS TIGHTENING THE CYLINDER HEAD a Rotate the engine in the normal direction of rotation placing the No1 Cylinder at the top of its compres Pull off the air breather pipe from the rocker cover and sion stroke Align the timing mark on the gear case remove therocker cover Before adjusting the valve clear with the timing mark on the crankshaft pulley indi ance retighten the cylinder head bolts to their specified cated for cylinder No1 the timing mark next to the torque in the sequence shown in the diagram Make sure the three injection timing marks In this position the No engine is cold when this is done Before applying the speci 1 cylinder is at its top timing mark while dead center fied torque to a bolt loosen it 14 to 12 a tum and then apply on its compression stroke Adjust both intake and the torque see TECHNICAL DATA exhaust valve clearances for this cylinder FRONT OF ENGINE INJECTION TIMING MARK CYLINDER HEAD BOLTS TIGHTENING SEQUENCE 2Cylinder EnginesFRONT OFENGINE NO3 TOP TIMING MARKS o CD CD 3Cylinder Engine shown Adjust each valves clearance by inserting a 025 mm CD CD CD feeler gauge between the rocker arm and the valve stem CYLINDER HEAD BOLTS TIGHTENING SEQUENCE 3Cylinder Engines ADJUSTING VALVE CLEARANCE Adjust the valve clearances when the engine is cold Valves are adjusted by cylinder in the firing order of the engine 12 for 2cylinder engines 132 for 3cylinder engines Tighten the cylinder head bolts to the specified torque before adjust ing the valves see TIGHTENING TORQUE chart 1 Pull off the air breather pipe from the rocker cover and take off the rocker cover bolts and the rocker cover 2 The valve clearances must be adjusted at IDC Top Dead Center for each cylinder when each is on its compres sion stroke Remember the engines firing order 12 for 2cylinder engines 132 for 3cylinder engines The valves must be adjusted in the firing order while they are closed You may find that turning the engines crankshaft is more easily done when the engines glow plugs are removed before the crankshaft is turned Adjust the valve clearances as follows NOTE It is important to exactly align the timing mark on the gear case with that on the crankshaft pulley if not the valve may be pushed up by the piston depending on the position of the cam lobe ADJUSTING VALVE CLEARANCE 3Cylinder Engine shown Engines Generators 39 ENGINE ADJUSTMENTS If the valves have no specified clearance adjust by aligned with the timing mark on the front gear case The means of the adjusting screws Remember to align the injection timing is correct when the timing marks are timing marks properly it not the valve may be aligned Refer to the SERVICE STANDARDS chart for pushed up by the piston depending on the position of the injection timing for the model being checked the cam lobe Be sure to check the valves for this cylinder both should be closed h For 2cylinder engines After adjusting the valves for cyllinder No1 place the No2 cylinder piston at the top dead center on its compression stroke and adjust its intake and exhaust valve clearances u FRONT CRANKSHAFT PULLEY For 3cylinder engines After adjusting the valves for cylinder No1 turn the crankshaft clockwise 240 0 so the IDC mark on the camshaft pulley for the No3 cylinder is approximately at the position shown in the illustration Now adjust the intake and exhaust valve clearances for cylinder No3 Be sure to check the valves for this cylinder both should be closed c For the No2 cylinder turn the crankshaft clockwise 8 When the specified injection timing is not correct another 240 0 to position the IDC mark on the crank increase or decrease the shim material thickness under shaft pulley approximately at the position shown in the fuel injection pumps mounting flange Injection tim the illustration Now adjust the intake and exhaust ing varies 10 with each 01 mm increase or decrease of valves for cylinder No2 Be sure to check the valves shim thickness The addition of shim thickness will retard for this cylinder both should be closed the timing and reducing shim thickness will advance the timing Shims are available in the following FUEL INJECTION TIMING 2 mm 3 mm 4 mm and 8 mm Refer to your engines1 Rotate the engines crankshaft in its normal direction of generators parts catalog for shim part numbers rotation to position piston No1 at the beginning of its 9 Another method of checking the injection timing without compression stroke removing the spring from under the delivery valve holder2 Remove the highpressure fuel line between the No 1 is to disconnect the high pressure injector line from the injector and the No 1 fuel delivery valve holder injector Then with the number one piston at the begin ning of its compression stroke turn the crankshaft in the3 Remove the No 1 delivery valve holder normal direction of rotation and carefully watch the fuel4 Remove the delivery valve spring from the holder and in the end of the high pressure line The moment this fuel reinstall the holder only starts to swell and come out of the line this is the injec5 Reattach the high pressure fuel line to the delivery tion timing point By this method the timing is about 10 holder Fuel will flow from this line during the timing later than the spill timing method previously discussed check Attach it so that the end that would connect to the fuel injector is pointing away from the engine Have a ADJUSTING NOLOAD ENGINE SPEEDS container under it to catch the fuel To adjust the engine speed on a generator adjust the linkage between the throttle arm and the fuel run solenoid Shorten6 Move the throttle to full open and energize the fuel lift ing the linkage increases the engine speed Lengthening the pump Place the starter key in the ON position do not linkage reduces the engine speed turn the key to the START position NOTE This adjustment is performed with the engine operat NOTE the fuel shutoff lever must be in the RUN position ing and at normal operations temperature with no amperage while making the adjustment or no fuel will flow from the being taken from the generator See the chart below fuel injection pump7 Slowly turn the crankshaft in the normal direction of GENERATOR MODELS NOLOAD SPEED rpm rotation and watch the fuel flowing from the injector line 60 hertz models 1850 1880 615 620 hertz The instant it stops is the injection timing LT point 50 hertz models 1550 1580 515 520 hertz With the crankshaft stopped at the LT position check to see if the timing mark on the front crankshaft pulley is NOTE Any adjustment of the throttle on a generator is done only with the linkage between the fuel solenoid and the throttle lever Engines Generators 40 ENGINE Models This adjustment need only be performedafter an engine overhaul or when the governor system orinjection pump have been performed Thisadjustment is performed after engine assembly during testingat the factory See the chart below for noload engine speed1 With the damper spring released 1y loosening the damper spring adjusting bolt set the engine at a rpm specified in the chart with the maximum speed set bolt Lock the bolt at that position ENGINES lia rpm A Band C Models 3110 0 30 D Models 3710 0 302 Tighten the damper spring adjusting bolt until the engine speed is set to a 40 rpm shown in the table below as b rpm Lock the adjusting bolt at that position with a DAMPER SPRING ADJUSTMENT locknut Apply Locktight to the threads of the adjusting bolt ENGINES b rpm APPROlC 1D A Band C Models 3150 0 50 D Models 3750 0 50 a Seal the abovementioned adjusting bolt with its brass cap and crimp it on the bolt h Seal the maximum speed set bolt with wire and seal ing materiaL3 Acljusting the Idling Speed Idling speed for most engines is between 800 and 1000 rpm Set the engine to the idling speed with the idling set bolt and lock the bolt at that position SPEED CONTROL LEVER DAMPER SPRING ADJUSTMENT Engines Generators 41 LUBRICATION SYSTEM The cartridge type oilfilter in which the filter body is inte gral with the filter element is easy to handle Oil from the oilThe lubrication system uses a trochoid gear pump and a full pump is led into the filter element When a pressure differenceflow oil filter The oil pump is driven through the Oldhams between before and after the element exceeds 142lbin 2 1coupling at the rear end of the fuel injection pump camshaft kglcm2 due to excessive clogging of the element a bypassOil from the oil pump flows into the cartridge type oil filter valve in the element will open an oil passage bypassing thevia the relief valve After being filtered by this filter oil is element As a result oil flows to various engine parts to various engine parts through oil galleries in the filtration Therefore it is important to replace the oil filter regengine block i ularly The oil filter should be replaced after the initial 50 OIL FILL hours of operation and thereafter every 100 hours of opera tion The trochoid gear type oil pump is mounted on the back of the fuel injection pump on the right side of the cylinder block OIL PIPE The oil pump houses a relief valve If pump delivery oil pres sure exceeds 569Ibin2 4 kglcm2 the relief valve will open to bypass oil into the oil pan thus preventing further oil pressure rise 9 RELIEF VALVE RELIEF VALVE I OIL PRESSURE SWITCH OIL PUMP ASSEMBLY 2Cylinder Engines LUBRICATION SYSTEM 2Cylinder Engines SPRING RELIEF VALVE j I OIL PRESSURE SWITCH OIL PUMP OIP STICK DlL PUMP ASSEMBLY 3Cylinder Engines DISASSEMBLY Oil Filter and Oil Pump 1 Remove the oil filter 2 Remove the pump cover assembly housing and gasket LUBRICATION SYSTEM 3Cylinder Engines Engines Generators 42 LUBRICATION SYSTEM 4 Pump body Oring Check the pump body Oring for cracks and damageOil Pump 5 Oil pressure switchsender Replace the oil pressure1 Outer rotor to body clearance Using a feeler gauge switch and the oil pressure sender check the clearance between the outer rotor and body If excessive replace the rotor assembly A CAUTION Oil Pressure Switch 00 not use lock pliers vise grips or pipe wrenches on the oil pressure switch Use the correct socket which is available from SnapOn Proto New Britain and others Damage to the switch will cause oil leaks andor switch failure REASSEMBLY 1 Install the oil filter and tighten fully by hand Tightening OUTER ROTOR TO HOUSING CLEARANCE torque 80 to 94 ftIb 11 to 13 kgm Before installa tion check for proper fitting of the Oring in the groove2 Rotor clearance Check the clearance between the outer and coat the Oring with a small quantity of oil and inner rotors with a feeler gauge If excessive replace the rotor assembly 2 Install the gasket Then install the oil pump housing Oring rotor assembly and cover assembly in that order Check the Oldhams coupling of the inner rotor shaft for Apply oil to the rotating parts cracks damage and wear 3 With sealant applied to the threaded portion screw in the oil pressure switch taking care not to close the oil hole with sealant 4 Apply liquid teflon sealant to the threaded portion of the oil pressure sender Take care not to close off the oil hole into the sender Thread the sender into its fitting on the oil pumps housing i99R STANDARD VALUE 01502 REPLACE VALUE 01503 TESTING THE OIL PRESSURE 1 Start and warm up the engine OUTER ROTOR TO INNER OUTER ROTOR 2 Check for oil leaks at the filter and pump assembly ROTOR CLEARANCE 3 Remove the oil pressure sender and connect a mechanical3 Rotor to cover clearance With the outer rotor inserted in oil pressure gauge to the hole the pump body insert a straightedge and check the clear 4 Set the engine speed at 3000 rpm and measure the oil ance between the rotor and the straightedge with a feeler pressure It should be fairly constant at 50 Ibin 235 gauge If excessive replace either the rotor or the body kgcm2 NOTE Insure that oil meets specification standards Class CF or CG4 or beuerSAE 30 lOW30 l5W40 ROTOR TO COVER CLEARANCE Engines Generators 43 LUBRICATION SYSTEM SERVICEOIL PRESSURE All generators have a twoprong oil pressure switch see ALL GENERATOR which is normally open When the oil pressuredrops below 510 psi 0407 kgcm2 this switch interruptsthe circuit for the fuel run solenoid by opening shuttingdown the generator OILPropulsion Engines PRESSUREEarly propulsion engines have an oil pressure switch that isnormally closed This switch opens when the oil pressure ishigher than 510 psi 0407 kgcm2 see illustration whenthe oil pressure drops below 510 psi 0407 kgcm the OIL PRESSURE switch closes activating an alarm that emits a pulsating signal EARLY PROPULSION ENGINE MOOELSLater propulsion engines have a twoprong oil pressureswitch see illustration which is normally open When theoil pressure drops below 510 psi 0407 kgcm the an alarm that emits a pulsating signalNOTE On all propulsion engines the alarm will also emit apulsating signal when the engine starts up as the oil has not yet reached its normal pressure a good check of the alarmIf this alarm emits a continuous signal it indicates an LATER PROPULSION ENGINE MODELSengine overheat with the engine operating 2JOF 99C t OIL PRESSURE OIL PRESSURE SWITCHES Engines Generators 44 FUEL The builtin fuel injection pump is mounted on the right sideAn fuel lift pump draws fuel from the diesel of the cylinder block It consists of the pump elementssupply through an ownersupplied fuel filterwater separator plunger assemblies delivery valves tappets and smoke setto the engines primary fuel filter and on to the fuel injection unit As the pump camshaft rotates the plungers are movedpump The pressurized fuel is then injected into the combus up and down through a fixed stroke thus delivering pressurtion chamber through the injection pipes and nozzles Excess ized fuel to engine cylindersfuel is returned to the fuel supply through the fuel return Fuel injection control Fuel injection rate is dependent onpipes that connect to the top of each nozzle holder the relative positions of the plunger lead and barrel TheNOTE Fuei supplied to the fuel lift pump must be filtered to plunger is rotated by the control pinion which is mounted on1025 microns by the ownersupplied fuel filterwater the plunger barrel This pinion meshes with the lower collar which transmits the rotation of the pinion directly to the plunger As the engine runs the injection pump camshaft rotates to move the control rack through the centrifugal type governor weight governor sleeve and lever The control rack slides to turn this pinion Rightward move ment STOP mark side of the control rack decreases the fuel injection rate as the rack moves to the left the fuel increases TTlI SMOKE SET STOPPER CONTROL RACK RETURN SPRING FUEL INJECTION PUMP Smoke set unit The smoke set unit restricts the maximum fuel injection rate of the injection pump The stopper is held by a spring in the position shown in the illustration This position is the smoke set position When starting the engine propulsion models pull the throttle control lever fully FUEL FILTER WATER SEPARATOR PRIMARY toward the maximum speed position and the tierod with FUEL FILTER stopper spring will move the control rack in the arrowed direction against the spring force thus causing overinjection for easy engine start For the injection pump with the FUEL SYSTEM Angleich mechanism overinjection requires releasing that mechanismFuel Pump Two types of fuel lift pumps are shown in both operate on the same principal Earlier model engines use a lift pump with a element This element should be changed at intervals at every 250 hours Later modelengines use a smaller lift pump that does not require maintenance Electrical connections should be kept clean and tightwith either pumpThe primary juelfilter encloses a highly effective paper element This filter assembly is located on the engine betweenthe fuel pump and the injection pump The paper elementshould be changed at regular maintenance intervals SMOKE SET OVERINJECTION POSITION Engines Generators 45 FUEL SYSTEMAngleich Mechanism The Angleich Mechanism restricts the The intercylinder injection control Fuel injection of the smoke set plate in the narrower range among the cylinders is performed by the adjusting platesAngleich effect L to save fuel consumption and decrease one plate for A Models two plates for B Models whichemission of exhaust smoke have their own cam mechanisms These adjusting plates are located on the opposite side of the control rack Necessary turning of the plunger barrels required for intercylinder injection control is attained by turning the respective adjust ing plates This adjustment is performed on a fuel shop flow bench only ADJUSTING PLATE PLUNGER BARREL AN GLEICH SET PLATE AN GLEICH SET SPRING ADJUSTING PLATES 3Cylinder Engine shown ANGLEICH Delivery valve operation The delivery valves function is to MECHANISM deliver fuel to the injection pipes after the fuel pressure has been increased sufficiently and to prevent afterdrip from the nozzles When the fuel pressure above a plunger has o decreased after injection its delivery valve piston closes the delivery valve seat At this time the compressed fuel remain ing in the injection pipe drips from the nozzle To prevent this afterdrip the delivery valve piston makes a stroke to draw back the fuel before the delivery valve reaches the seat thus reducing the fuel pressure in the injection pipe to nearly zero l STOP l J ANGLEICH EFFECT LReleasing the Angleich Mechanism It is necessary whenstarting the engine to set the injection pump in the overinjection MS condition by moving the throttle control lever fully DURING AFTERto the FULLOPEN position This requires the Angleich set INJECTION INJECTIONplate to be released from its set position Usually the Nozzle and nozzle holder Fuel from the fuel injection pumpAngleich set plate is released by pulling the throttle lever flows through the passage in the body of each nozzle holderuntil it is caught by its stopper when stopping the engine and is injected from the nozzle into the combustion chamberAfter starting the engine the Angleich set plate is returned Fuel overflowing from the nozzle enters the nozzle to the applied position during warmup running and returns to the fuel tank through the banjo and attachedof the engine return fuel line BANJOLII BOLT BOOY SPRING DISTANCE RELEASING PIECE ANGLEICH RETAINING NUT MECHANISM INJECTOR NOZZLE Engines Generators 46 FUEL SYSTEM a Remove the delivery valve holder b Take out the valve spring valve and OringFuel Filter c Take out the gasket and valve seatRemove the retaining nut Oring and filter element d Unbend the lock plate of the tappet guide pin Push theFuel Lift Pump tappet slightly in and pull out the guide pin using needlenose pliers Then remove the tappetThe fuel lift pump requires little or no an early fuel lift pump and change the filter e Remove the spring and upper seatLater model fuel lift pumps require no disassembly Fuel to f Remove the pinionthe pump must be filtered to 1025 microns Electrical connections must be clean and tight Fuel connections at the g Pull out the plunger barrel upward from the pumppump must be tight and without leaks housing Keep the removed plunger barrels and plungers in a set for each cylinder Do not mix plungers and barrels of other cylinders FROM ENGINE PRIMARY FUEL FILTER h Pull off the split pin Remove the washer return spring and smoke set stopper Draw out the control rack Remove the Angleich set spring and plate if equipped before taking out the control rack A CAUTION Do not disassemble the intercylin der injection control adjusting plate When this plate FUEL LIFT PUMP has been disassembled it will become necessary to LATER MODEL adjust the intercylinder injection by a tester When this plate requires removal remember to draw a mating mark across the pump body and the plate GASKET VALVE SEAT DELIVERYFuel Injection Pump PLUNGER U VALVE HOLDER a a1 Remove the fuel injection pipes2 Before removing the pump be sure to remove the pump side cover and disconnect the tierod and spring from the rack Then remove the bolts fastening the injection pump and remove the pump assembly3 Record the thickness and number of pump adjusting 1 ADJUSTING shims to facilitate adjustment at the time of assembly PLATE BANJO SPRING4 When partly disassembling the fuel injection pump use BOLT the following procedure DELIVERY VALVE A CAUTION Do not attempt to disassemble the PUMP HOUSING fuel injection pump unless it is necessary Since the adjustment of an injection pump requires a pump SMOKE SET STOPPER tester and technical disassembly reassembly and RETURN SPRING 1q adjustment of a pump should not be performed if such a tester and technician are not available Before disassembly close the fuel inlet and outlet LOWER SEAT PINION Ia and clean the pumps outside surfaces UPPERSEAT I Keep disassembled parts immersed in clean TAPPET kerosene and keep all parts neatly arranged in order ANGLEICH SET PLATE to avoid confusion AN GLEICH SET SPRING UNGER Engines Generators 47 FUEL SYSTEM Disconnect the return pipe from the nozzle holder upper FUEL LIFT PUMP nipple EARLY MODEL2 Disconnect the fuel injection pipe from the nozzle holder3 Loosen the nozzle holder attaching bolts and remove the holder assembly4 When disassembling the nozzle holder into parts use the t SUCTION HEAO APPROX 500 mm following procedure a Holding the nozzle holder body in a vice remove the retaining nut with a spanner wrench When holding in the vice be sure to use an aluminum or copper plate adapter TESTING THE FUEL LIFT PUMP h Remove the shim pressure spring flange pressure pin and distance piece Fuel Injection Pump c Remove the nozzle from the retaining nut If the noz zle is hard to remove apply light taps to it with a 1 Delivery valve seat Check the contact surface of the wooden block Be careful not to damage the nozzle delivery valve seat Replace if defective needle valve 2 Plunger barrel Check the plunger for seizure damage and rust Also check to see if the plunger slides smoothly BANJO BOLT when inserted into the barrel If defective do not repair it but be sure to replace as a set with a new one 3 Control rack and pinion If the rack and pinion have any worn or damaged teeth replace 4 Tappet Check the tappet OD roller and shaft for wear 00 SHIM and damage If defective replace SPRING Nozzle PIN 1 Check the nozzle for incorrect contact and damage Replace the nozzle as an assembly if defective DISTANCE PIECE 2 Check the pressure spring for damage NOULEHOLDER NOZZLE NOTE Also check the Angleich set plates and set springs for wear and damage RETAINING NUT REASSEMBLY Fuel Install the filter element and filter cup Orings in positionFuel Filter Tighten the retaining nut securelyCheck the filter element for contamination The regular element replacement interval is 250 hours Replace the element Fuel Lift Pumpmore frequently if necessary To reassemble set the plunger plunger spring valve Oring and washer in position in that order and as a final step fit theFuel Lift Pump retainer to prevent the abovementioned parts from poppingThe fuel lift pump operates during the start sequence when out of position see is depressed Simulate a start and depress PRE Put the filter in position and fit the magnet and gasket in theHEAT The pump should produce a clicking sound indicating cover Using a 17 mm spanner fasten up to the stopper porthe pumping piston in the pump is pumping If no clicking is tion in such a way as to prevent air leakageheard check that there is 12V DC at the pump connectionand that the pump is properly grounded Injection Pump1 Checking the pump delivery Test the pump by connect 1 Insert the plunger barrel with its slots in alignment with ing a battery and fuel line as illustrated Fuel delivery the dowel pins projecting in the pump housing must be 225 cc 5 pints or more every 15 seconds 2 Install the Oring in the delivery valve holder Engines Generators 48 FUEL SYSTEM SERVICE3 Install the spring seat gasket and the valve assembly in 8 Insert the tappet taking care not to drop the shim Align the holder Tighten the delivery holder to the pump hous the tappet guide hole with the dowel pin hole of the hous ing Make certain that the aring has been properly ing and insert the tappet guide pin Install the lock plate installed before inserting the tappet guide pin and bend the lock GASKET plate after inserting the pin VALVE SEAT DELIVERY PLUNGE VALVE HOLDER 8 1 ADJUSTING INSTALLING TAPPET 3Cylinder shown PLATE BANJO SPRING BOLT LAWI DELIVERY VALVE PUMP HOUSING 9 Install the smoke set stopper return spring and washer Then insert the split pin and split it On later engines also install the Ering stopper 10 Install the Angleich set plate and spring when equipped PINION 11 Torque the delivery holder to specification 289362 ftIb UPPERSEAT 45 kgm I RSPR FUEL INJECTION PUMP Installation and Adjusbnent of Fuel Injection Pump 1 When installing the pump assembly select and install the adjusting shim After installing the pump fit the tierod from the governor lever to the control rack then install the tierod spring to the control rack Make sure that the end of the tierod spring positioned at the governor lever side has4 Install the control rack the shorter straight wire of the two ends of the spring ForS Install the pinions with their deeproot teeth aligned with proper selection of shim thickness temporarily install a the respective marks on the rack shim set having the same thickness as before removal and when adjusting fuel injection timing replace the current DEEP ROOTS shim set with one formed by a proper combination of four kinds of shims 02 03 04 and 08 mm in thickness NOTE Maintaining the same shim thickness for the injec tion pump will place the pump in the same timing with the engine as when previously removed ASSEMaLiNG RACK AND PINION6 Install the spring upper seat and spring7 Put the plunger and the spring lower seat together Install the assembly so that in the same alignment position as mentioned in step 5 the plunger frontend lead slant groove is positioned on the opposite side of the control rack On former engines insert the mark L area of the plunger collar into the control rack side INSTALLING INJECTION PUMP 3Cylinder shown Engines Generators 49 FUEL SYSTEM SERVICE2 Install the tierod cover In the case of a damper spring Adjustment and Installation of Nozzle loaded cover install the cover with the tierod pressed Holder Assembly toward the High Speed side by the speed control lever see illustration 1 Injection Start Pressure Test Using a nozzle tste mea sure the injection start pressure If the pressure IS dIffer ent from the standard value adjust to the specified pressure by increasing or decreasing the thickness of the TIEROD SPRING adjusting shim Increasing or decreasing shim thickness by 01 mm will vary the pressure by approximately 10 GASKET kglcm 2 When replacing the shim grip the retaining nut in a vise and remove the body with a wrench Tighten the LOCKNUT retaining nut to the specified torque ADJUSTING BOLT INJECTION SHIM THICKNESS PRESSURE TEST O1mm I O2mm O3mm OSmm INSTAUING TIEROO COVER3 Connect the fuel supply hose Preheat to bleed air from the system4 Check damper spring adjustment and fuel injection timing For these adjustment procedures refer to ENGINE 2 Chattering Test For the chattering test operate the tester A CAUTION Thoroughly clean all parts with lever slowly If the nozzle sprays sharply and intermit tently the nozzle is considered good The nozzle hould kerosene Do not wipe them with rags spray fuel straight in its axial direction A nozzle IS defec When tightening the retaining nut on the nozzle holder tive if it sprays fuel in a wrong direction or in several body be Sure to tighten it to the specified torque separate strips Also a spray in the form of particles indi Insufficient torquing will cause poor compression cates a defect These defects may sometimes be caused Excessive torquing will prevent the nozzle needle from by clogging with dust therefore all parts should be care moving freely fully cleaned before assembly1 Install the nozzle assembly distance piece and pressure pin in the retaining nut2 Install the shim spring and flange to the body Install the retaining nut on the body and tighten to the specified 1 torque I A CAUTION When using a vice to tighten the 1 I nut be sure to hold the body side the retaining nut was held a deformed nozzle would result GOOD BAD BAD CHATTERING TEST Engines Generators 50 FUEL SYSTEM SERVICE3 Afterdrip test An injection nozzle is considered defec tive if it drips fuel accumulated oil the bottom of the noz zle after fuel injection is stopped during the chattering test Replace such a nozzle A very small amount of fuel may sometimes remain on the top of the nozzle This is due to chattering and is not detrimental AFTER DRIP TEST rio GOOD BAD BAD4 Injection Condition Test Operate the tester lever quickly at a rate of 800 strokes per minute The nozzle should inject a fine atomozed mist of fuel straight in its axial direction A spray in the form of particles is cause for rejection5 Install the Nozzle Holder Assembly Install the tested nozzle holder assembly in the cylinder head Tighten bolts to the specified torque Be sure to install the assem bly together with new sealing washers A CAUTION When installing the nozzle holder assembly in the cylinder head fit the holder loosely with two bolts temporarily tightened After fitting the injection pipe retighten the bolts evenly to the specified torque Engines Generators 51 RAW WATER COOLING The heat exchanger functions as part of the fresh water sys tem and the raw water system The heat exchanger is a copThe raw water cooling circuit is driven by a positive dis per tube which encloses a number of small copper tubesplacement impeller pump This pump draws in water directly Raw water is pumped through the small copper tubes andfrom an ocean lake or river through the seacock then to a fresh water coolant from the engine is circulated around theraw water strainer The raw water is drawn through the copper tubes The raw water removes heat from the freshstrainer to the selfpriming pump and to the heat exchanger water coolant A zinc anode is located in the raw water porwhere it cools the engines circulating fresh water coolant tion of the exchanger to help control the effects of electrolyThe raw water is then discharged into the water injected sis This area of the exchanger should be elbow mixing with and cooling the exhaust gases inspected and cleaned To keep the exchanger operating effiThis mixture of exhaust gas and raw water is driven through ciently it should be removed from the engine every 1000the exhaust system and overboard hours to be thoroughly cleaned and pressure oil cooler In some installations the raw wateris also used to cool the engines transmission by passingthrough a transmission oil cooler Similar to a heatexchanger the transmission fluid is cooled by the raw waterand then passes into the exhaust elbow The oil cooler shouldbe cleaned and pressure tested at about the same interval asthe heat exchanger every 1000 hours PETCOCK CLEAN OUT DEBRIS HEAT EXCHANGER TRANSMISSION OIL COOLERS NEW REPLACE REPLACE CLEAN AND REUSE ZINC ANODES The raw water pump is selfpriming pump with a nonfer rous housing and a Neoprene impeller The impeller has flex ible vanes which wipe against a curved cam plate within the impeller housing producing the pumping action The raw water pump should be checked every 500 operating hours for wear Should the pump fail it can be disassembled and over hauled Check for internal wear within the pump such as the cover plate cam and impeller housing Replace components that show excess wear Engines Generators 52 RAW WATER PUMP SERVICE RAW WATER PUMP PH 33636PUMP OVERHAUL 2 Install the shaft into the bearings Support the bearings at their center races Push the shaft into the bearings ing at the impeller drive slot end using the base of theThe pump as removed from the engine will have hose drive slot Push the shaft through both of the nipples threaded into its inlet and outlet ports flush against each other so the flatsided end of the shaftThey may be left in place or removed if they interfere with extends beyond the second bearing center race 15 mmthe pump disassembly Note the port location and positioning 1932 in 5 mm 132 inif removed 3 Support the pump housing at the impeller side1 Remove the six cover plate screws cover plate and the Apply a small amount of petroleum jelly to the seals cover plate gasket inner lips and to the impeller shaft Carefully install the NOTE Replacement of the cover plate gasket is recom shaft rotating it through the seals until the bearings mended however ifyou are going to reuse i keep the contact the housing from the bearing end Use a pushing gasket submerged in water until the pump is reassembled tool that will push this shaft and the bearing assembly If its allowed to dry the gasket will shrink and not be into the pump housing by applying pressure against the reusable outer bearing race Push the assembly into the housing until the bearings seat fully in the housing Install the2 Remove the impeller with its drive screw from the pump retaining ring housing 4 Position the cam in the housing and secure it in place3 Remove the screw and sealing washer and remove the with the screw and sealing washer cam from the pump housing NOTE Use a small amount of Permatex 1 on the inner4 Remove the retaining ring cam surface and screw threads Remove any excess from5 Support the pump housing at the mounting flange end the impeller housing on an arbor press and with a drift press out the shaft and 5 Apply a light film of silicone or petroleum jelly to the bearings from the pump housing inner surface of the housing for the impeller6 With the pump housing supported push the seals out of NOTE Coat only the surface do not overapply Install the pump housing Push the impeller side seal out the the impeller with the drive screw Push the assembly into impeller side then lift the spacer out Then push the the housing with the drive screw mating in the slot of the bearing side seal out the bearing side drive shaft7 Supporting the bearings inner race push the shaft out of 6 Install the cover gasket and cover and secure them with the bearings the six cover 7 Reposition and tighten the hose nipples Assemble the pump to the engine and attach the hosesInspect all parts and replace those showing wear or Install the seals and spacer in the pump housing Push the impeller side seal into the housing Rotate the pump and install the spacer against the seal face Push the bearing side seal into the housing from the bearing side NOTE The seals flat surfaces that have printing and numbers face toward each other GASKET COVER PUMP HOUSING RAW WATER PUMP PN 33636 Engines Generators 53 RAW WATER PUMP SERVICE RAW WATER PUMP PH 32610PUMP disassembling the raw water pump for inspection animpeller kit part 032620 should be purchased so theimpeller can be replaced with a new gasket at the time ofinspection Although the impeller is a small part it plays animportant role in the proper operation of the the impeller at the time of the raw water can only improve the raw water pumps pumpingability see the note below1 Remove the four cover screws cover plate and the cover plate gasket2 Remove the rubber impeller and the wear plate3 Remove the rubber Oring4 Remove the cam screw and washer and the camNow the raw water pump is stripped far enough to the pump by rotating the pumps drive shaft If thereis excessive play or if it sounds rough or is frozen replacethe entire pumpSince rebuilding a damaged or worn pump from pieces would almost match the price of a newpump we recommend that a new pump be purchased insteadof rebuilding one COVER When reassembling the raw water pump with a newimpeller kit wipe a little petroleum jelly around the impellerThis ensures that when the engine is started the impeller willnot run dry until raw water reaches the impeller as it drawsa prime Engines Generators 54 RAW WATER PUMP SERVICE RAW WATER PUMP PN 24143Pump 24143 has been replaced by pump 33636 Complete ment bushing chill the bushing in a freezer for 1 hour to24143 pumps are no longer assembled but their component reduce its size Prepare the pump housing on a press toparts are still available accept the bushing 2 Apply some light oil to the housing boss that the bushingPUMP OVERHAUL will be pressed into Using an appropriate drift push theDisassembly bushing into the housing so that it is flush with theRemove the pump from the engine The pump body is a impeller housings inner surfacebronze cast unit Its inlet and outlet hose connections are part 3 Using an appropriate installer install the impeller shaftof the pump housing casting seal Ensure that the seal seats properly in the housing1 Remove the six cover plate screws along with the cover and that the lip seal is positioned correctly plate and gasket 4 Place the slinger ring in the housing against the impeller2 Using an appropriate drift push the impeller drive shaft seal and impeller out of the pump housing 5 Install the impeller shaft oil seal into the housing so it is3 Using circlip pliers remove the outer circlip from the flush with the housing surface Again ensure that the lip impeller drive shaft then remove the impeller from the seal is positioned correctly shaft 6 Install the inner circlip on the impeller drive shaft and4 Remove the key from the shaft and the inner circlip install the impeller key in the shaft5 Remove the screw holding the cam in the pump housing 7 Apply some light oil to the shaft and with a rotating and remove the cam action slide it into the shaft bushing from the impeller side and rotate it through the impeller seal Locate the6 Using an appropriate puller withdraw the outer and inner slinger ring and rotate the shaft through it Continue shaft seals along with the slinger ring from the pump rotating the shaft and slide it through the housing oil seal body 8 Install a new cam Apply some sealant to the cam retain7 Support the pump on a press and with a lubricated drift ing screw and thread it into the cam through the housing push the carbon shaft bushing out of the pump housing and tighten it securely Note the position of the shaft bushing in the housing prior to removal 9 Apply a small amount of petroleum jelly on the housings inner circumference then install the impeller onto theInspection shaft and into the housing Install the outer circlip on theExamine all components and replace worn or damaged parts shaftIf the pump housing is worn internally and requires replace NOTE The set of the impeller blades is of no concernment we recommend that the pump assembly be replaced Once the pump is installed on the engine and the enginewith the current production pump It is available in a replace rotated the blades will take the correct positionment kit Part 037431 10 Install the housing cover and gasket Tighten the cover screws The carbon shaft bushing is a slight force fit into the pump housing To aide in the installation of the replace IMPELLER COVER SLINGER RING RAW WATER PUMP PN24143 Engines Generators 55 FRESH WATER COOLING The water temperature switch and the water temperatureThe fresh water cooling circuit consists of a circulatory belt sender are both mounted in the thermostat housing Thedriven water pump a thermostat and thermostat housing water temperature switch normally open in a propulsionheat exchanger engine manifold and all associated hoses engine when activated will close and sound an alarm The water temperature switch normally closed in a generator drive engine when activated will opeh and interrupt DC Voltage to the fuel run solenoid and shut the drive engine IMPELLER down The water temperature sender is a variable resistor affected by heat Voltage from the water temperature gauge is grounded through the sender to the block Depending on the resistance through the sender effected by coolant heat the gauge will indicate a temperature reading Change of Coownt Over a long period of engine scale will be deposited and rust formation will occur in the water jacket and heat exchanger causing progressive deterio ration in cooling system efficiency For this reason flush the cooling system every 500 hours of engine operation FRESH WATER PUMP Antirust and Antifreeze To protect the cooling system against corrosion and freezing always use a known brand of The water pump is a centrifugal impeller type and is antifreeze compatible with aluminum cooling system compo mounted on the front upper part of the cylinder block The nents The use of an antifreeze mixture of 5050 is recom pump shaft is supported on greasefilled mended for yearround use Use antifreeze that is compatible doublerow radial ball bearings with aluminum components and never mix different brands of antifreeze Do not use plain water this can be detrimental to the cooling system components NOTE Look for the new long lasting antifreeze that is now available Antifreeze mixtures will protect against an unexpected freeze and they are beneficial to the engines cooling system They retard rust and add to the life of the circulating pump seal ANTIFREEZE PROTECTION Antifreeze concentration 23 35 50 60 14F 4F 40F 58F Freezing temperature 10C 20C 40C 50C COOLANT TEMPERATURE SE TYPICAL THERMOSTAT ASSEMBLY ThermosllJt A thermostat housing is located on the cylinder COOLANT RECOVERY TANK head water outlet Enclosed is a wax pellettype thermostat The valve opening temperature is not affected by variations of pressure in the cooling water passages Engines Generators 56 FRESH WATER COOLING Thermostat1 Drain the cooling water A drain plug for draining the Visually check the thermostat for damage Then put it in engine block is located on the side of the engine block water and raise the water temperature to test its valve open just right of the lube oil filter A drain plug for draining ing temperature Replace if defective the heat exchanger is located on the heat exchanger2 Disconnect the water hose from the pump A CAUTION The wax pellettype thermostat remains NOTE Generator models are equipped with belt guards closed if its heatsensing part is defective Leaving this that will need to be removed uncorrected would cause the engine to overheat3 Remove the pump drive belt4 Disconnect the bypass hose when equipped REASSEMBLY5 Remove the water pump assembly To reassemble the cooling system reverse the order of disas6 If necessary remove the water pump adapter when sembly When adjusting the drive belt tension use the fol equipped lowing procedure7 On an engine with a thermostat remove the water outlet Drive Belt Adjustment fitting bolts in the front of the cylinder head and remove the thermostat A WARNING Never attempt to adjust the drive belt tension while the engine is operating A CAUTION Excessive water pump drive belt tension can cause rapid wear of the belt and reduce the service life of the fresh water pumps bearings Excessive slack or the presence of oil on the belt can cause belt slipping resulting in high operating temperatures Adjust the alternator position so that the belt may deflect 38 to 12 9 to 12 mm deep when depressed at the middle WATER PUMP ASSEMBLY point between the alternator and crankshaft pulleys After adjustment securely tighten the support bolt and brace boltINSPECTION If any clearance is found between the gear case and alternator fitting part insert a suitable shim inside the support on theWater Pump back of the alternator before tightening the bolts Reinstall1 Check every part for cracks damage and water leaks belt Replace if defective NOTE No rebuilding kits are available for the fresh water circulation pump2 Check the impeller and shaft for rotating condition If they make noise or rotate irregularly replace as an assembly BELT TENSION Engines Generators 57 ADMIRAL CONTROL When the engine is shut down with the key switch turned off the water temperature and oil pressure gauges will continueThis control panel is equipped with a to register their last readings before the electrical power wasKEY switch and RPM gauge with an ELAPSED TIME turned off When the electrical power is restored both gaugesmeter which measures the engines running time in hours and will once again register true readingsin 110 hours The panel also includes a WATER TEMPERATURE gauge which indicates water temperature in degrees A separate alarm buzzer with harness is supplied with an OIL PRESSURE gauge which measures the Admiral Panel The installer is responsible for oil pressure in pounds per square inch and a DC connecting the buzzer to the fourpin connection on thecontrol circuit VOLTAGE gauge which measures the sys engines electrical harness The installer is also voltage All gauges are illuminated when the key for installing the buzzer in a location where it will be dry andswitch is turned on and remain illuminated while the engine where it will be audible to the operator should it sound whileis in operation The panel also contains two rubberbooted the engine is running The buzzer will sound when the one for PREHEAT and one for START tion key is turned on and should silence when the engine has started and the engines oil pressure rises above 5 psi WATER TEMPERATURE GAUGE THIS GAUGE IS OIL PRESSURE GAUGE THIS GAUGE IS GRADU GRADUATED IN DEGREES FAHRENHEIT AND IS ATED IN POUNDS PER SQUARE INCH PSI AND IS ILLUMINATED WHILE THE KEY SWITCH IS ILLUMINATED WHILE THE KEY SWITCH IS TURNED ON THE ENGINES NORMAL OPERATING TURNED ON THE ENGINES NORMAL OPERATING TEMPERATURE IS 170190 F 77SS0C OIL RE RANGES BETWEEN 3060 PSIRPM GAUGE REGISTERS REVOLUTIONSPER MINUTE OF THEENGINE AND CAN BERECALIBRATED FORACCURACY FROMTHE REAR OFTHEPANEL KEY SWITCH PROVIDESHOUR METER REGIS POWER ONLY TO THETERS ELAPSED TIME INSTRUMENT PANELAND SHOULD BE USED CLUSTERtAS A GUIDE FOR DC VOLTMETER INDICATES THE AMOUNT THE BATTERY IS BEINGPREHEAT BUnON WHEN PRESSED ENERGIZES CHARGED SHOULDTHE ALTERNATORS REGULATOR THE FUEL LIFT SHOW 13VTO 14VPUMP AND THE ENGINES GLOW PLUGS IT BY AUTOMATIC AlARM SYSTEMPASSES THE ENGINES PROTECTIVE OIL PRES HIGH WATER TEMPERATURE ALARM AN ALARM BUZZER HASSURE ALARM SWITCH IN ADDITION THIS BEEN SUPPLIED WITH THE INSTRUMENT PANEL IF THE ENGINESBUTTON ENERGIZES THE START BUnON FRESH WATER COOLANT REACHE210 F 9SC THIS SWITCH WILL CLOSE SOUNDING THE ALARM WHICH WILL EMIT A CON TINUOUS SIGNAL LOW OIL PRESSURE AlARM A LOW OIL PRESSURE ALARMSTART BUnON WHEN PRESSED ENERGIZES SWITCH IS LOCATED OFF THE ENGINES OIL GALLERY THISTHE STARTERS SOLENOID WHICH CRANKS THE I I SWITCH MONITORS THE ENGINES OIL PRESSURE SHOULD THEENGINE THIS BUTTON WILL NOT OPERATE I ENGINES OIL PRESSURE FALL TO 5 10 PSI THE SWITCH UNLESS THE PREHEAT BUTTON CLOSE SOUNDING THE ALARM IN THIS EVENT THE ALARM WILLIS PRESSED AND HELD AT THE SAME TIME EMIT A PULSATING SIGNAL Engines Generators S8 CAPTAIN CONTROL OIL PRESSURE or high WATER TEMPERATURE The RPM gauge is illuminated when the KEY switch is turned onThis control panel is equipped with a and remains illuminated while the engine is in operationKEY switch an RPM gauge PREHEAT and START buttons an INSTRUMENT TEST button and three indicatorlamps one for ALTERNATOR DISCHARGE one for lowOIL PRESSURE and one for high ENGINE It also includes an alarm buzzer for low ALARM THE ALARM WILL SOUND IF THE ENGINES OIL PRESSURE FALLS BELOW 15 PSI IN THIS EVENT THE ALARM WILL EMIT A PULSATING SIGNAL THE ALARM WILL ALSO SOUNO IF THE WATERRPM GAUGE REGISTERS REVOLUTIONS PER TEMPERATURE IN THE FRESHWATER COOLING CIRCUIT RISES TOMINUTE OF THE ENGINE AND CAN BE RECALI 205F IN THIS EVENT THE ALARM WILL EMIT A CONTINUOUS SIGNALBRATED FOR ACCURACY FROM THE REAR OF NOTE THE ALARM WILL SOUND WHEN THE KEY SWITCH IS TURNEDTHE PANEL ON THIS SOUNDING IS NORMAL ONCE THE ENGINE STARTS AND THE ENGINES OIL PRESSURE REACHES 15 PSI THE ALARM WILL SILENCE TEST BUTTON WHEN PRESSED TESTS THE ALTERNATOR THE OIL PRESSURE AND THE WATER TEMPERATURE CONTROL CIRCUITS WHEN PRESSED THE ALTERNATOR THE OIL PRESSURE AND THE WATER TEMPERATURE INDICATOR LIGHTS IL LUMINATE IN ADDITION TO SOUNDING THE ALARM BUZZER KEY SWITCH PROVIDES POWER ONLY TO THE IN STRUMENT PANEL CLUSTER PREHEAT BUTTON WHEN PRESSED ENERGIZES START BUTTON WHEN PRESSED ENERGIZES THE ALTERNATORS REGULATOR THE FUEL LIFT THE STARTERS SOLENOID WHICH CRANKS THE PUMP AND THE ENGINES GLOW PLUGS IT BY ENGINE IT WILL NOT OPERATE ELECTRICALLY PASSES THE ENGINES PROTECTIVE OIL PRES UNLESS THE PREHEAT BUTTON IS PRESSED AND SURE ALARM SWITCH IN ADDITION THIS HELD AT THE SAME TIME BUTTON ENERGIZES THE START BUTTON Engines Generators 59 CONTROL PANEL Tachometer Inaccurate The used in propulsion engine instru 1 With a handheld tach on the front of the crankshaft pul ment panels contains two separate electrical circuits with a ley retaining nut or with a strobetype tach read the front common ground One circuit operates the hourmeter and the crankshaft pulley rpm Set the engine with a hand or other the tachometer The hourmeter circuit operates on 12 strobe tach at 15001800 rpm volts alternator charging voltage supplied to the terminal 2 Adjust the tachometer with a small Phillips type screw on the back of the instrument driver through the calibration acess hole in the rear of theThe tachometer circuit operates on AC voltage 68 volts fed tachometer Zero the tach and bring it to the rpm set byfrom one of the diodes in the alternator and supplied to the the strobe or hand tach Verify the rpm at idle and attachometer input terminal while the engine is running and high speed 30003600 rpm Adjust the tach as neededthe alternator producing battery charging voltage 130148volts DC Use the following procedures when a fault in either of the two circuits in a COARSE Hounneter Inoperative AOJUSTMENT Check for the proper DC voltage between and terminals TERMINAL 1 Voltage present meter is defective repair or replace lDAfIl TERMINAL 2 Voltage not present trace and electrical con nections for fault Jump 12 volts DC to meter ralnMCD INPUT terminal to verify the operation AC VOLTAGE CURRENT TACHOPttETER Tachometer Inoperative Check for the proper AC voltage between tachometer input terminal and the terminal with the engine running 1 Voltage present attempt adjusting the meter through the calibration access hole If no results repair or replace the meter2 AC voltage not present check for proper alternator DC output voltage3 Check for AC voltage at the tach terminal on the alterna tor to ground 4 Check the electrical connections from the tachometer input terminal to the alternator Sticking 1 Check for proper AC voltage between the tachometer EARLY MODEL TACHOMETER GROUND input terminal and the terminal2 Check for a good ground connection between the meter terminal and the alternator3 Check that the alternator is well grounded to the engine block at the alternator pivot bolt GROUND TERMINAL TACHOMETER INPUT AC VOLTAGE EARLY MOOEL TACHOMETER Engines Gerators 60 CONTROL PANEL MANUAL STARTER DISCONNECT TOGGLE SWITCHES NOTE The engine control system is protected by a 20 amp manual reset circuit breaker mounted on a bracket at the top rear of the engine near the PREHEAT solenoid PROBLEM PROBABLE CAUSE PREHEAT depressed no panel indications 1 Battery switch or power not on 1 Check switch andor battery connections fuel solenoid electric fuel pump and preheat solenoid not energized 2 20 amp circuit breaker tripped 2 Reset breaker If opens again check preheat sole enoid circuit and run circuit for shorts to ground START SWITCH DEPRESSED no starter 1 Connection to solenoid faulty 1 Check connection engagement 2 Faulty switch 2 Check switch with ohmmeter 3 Faulty solenoid 3 Check that 12 volts are present at the solenoid con nection 4 Loose battery connections 4 Check battery connections 5 Low battery 5 Check battery charge state START DEPRESSED panel indications OK 1 Poor connections to fuel solenoid Defective fuel run 1 Check mechanical positioning of the fuel solenoid Start solenoid OK Fuel solenoid not solenoid PN 2304 for plunger and throttle arm functioning 2 Manually check movement of the fuel run solenoid plunger and throttle arm NO IGNITION cranks does not start Fuel 1 Faulty fueling system 1 Check for fuel to generator system solenoid energized 2 Check for air in the fuel system Allow system to selfbleed 3 Full lift pump faulty ENGINE STOPS 1 Switch and wiring 1 Inspect all wiring for loose connections and short circuits NOT CHARGING BATTERY 1 Alternator drive 1 Check the drive belt and its tension Be sure the alternator turns freely Check for loose connections Check the output with a voltmeter Ensure 12V are present at the regulator terminal BATTERY RUNS DOWN 1 Oil pressure switch 1 Observe if the gauges and panel lights are activated when the engine is not running Test the oil pressure switch 2 High resistance leak to ground 2 Check the wiring Insert sensitive 025 amp meter in battery lines Do not start engine Remove con nections and replace after short is located 3 Low resistance leak to ground 3 Check all wires for temperature rise to locate the fault 4 Alte rnato r 4 Disconnect alternator at output after a good battery charging If leakage stops Remove alternator and bench test Repair or replace WATER TEMPERATURE AND OIL PRESSURE GAUGESIf the gauge reading is other than what is normally indicated If both of the above gauge tests are positive the gauge isby the gauge when the instrument panel is energized the first undoubtedly OK and the problem lies either with the constep is to check for 12 volts DC between the ignition B ductor from the sender to the gauge or with the senderand the Negative B terminals of the gauge If either of the above gauge tests are negative the gauge isAssuming that there is 12 volts as required leave the instru probably defective and should be replacedment panel energized and perform the following steps Assuming the gauge is OK check the conductor from the1 Disconnect the sender wire at the gauge and see if the sender to the sender terminal at the gauge for continuity gauge reads zero which is the normal reading for this Check that the engine block is connected to the ground situation Some starters have isolated ground terminals and if the2 Connect the sender terminal at the gauge to ground and battery is connected to the starter both plus and minus see if the gauge reads full scale which is the normal terminals the ground side will not necessarily be connected reading for this situation to the block Engines Generators 61 CONTROL PANEL EARLY BY KEY SWITCH overheat condition exists and the operating temperature of the engine reaches 205F and sounds the alarm TheTurning the ignition switch ON activates the instrument tachometer will register the engine speed as it takes impulsespanel The oil and water temperature gauges will zero the from the alternator as it charges If the alternator does notvoltmeter will indicate battery voltage and the hourmeter produce a charge the tachometer will not operate Thewill start to record time The alarm buzzer should sound The hourmeter will continue to record time The hourmeter is onelectric fuel pump will start to operate a separate 12 volt circuitPushing the key will activate the preheat circuit This closes a The circuit is protected by a circuit breaker located on thesolenoid on the engine with an audible click and supplies 12 engine Whenever excessive current flows the circuit breakervolts to the engine glow plugs Preheat as needed for weather will trip This is a manual reset breaker which must be A noticeable voltage drop will indicate on the before the engine will operate electrically againvoltmeter when the preheat circuit is to preheat turn the key to START This energizesthe starter and turns the engine over Once the engine starts A CAUTION The builderowner must ensure that therelease the keyswitch It should spring back to the ON posi instrument panel wiring and engine are installed so thattion and pop out of the preheat position electrical devices cannot come in contact with seaThe voltmeter should indicate a charge from the alternator of water135 145 volts The oil pressure and the alarm buzzershould shut off Oil pressure opens the oil pressure switch in The latest information regarding your engines electricalthe alarm circuit shutting off the alarm The water tempera system is included on the wiring diagram shipped with theture switch operates the opposite way it closes when an engine Be sure to study this wiring diagram and all notes thereon EARLY PROPULSION ENGINE MODELS LATER PROPULSION ENGINE MODELS INTRUMENT PANEL ASSEMBLY INSTRUENT PANEL ASSEMBLY RfAR VIIW o OP G WT G REAR VICW f0oiLllrfS3Ulr Wri 0 CD I I I I I HOUII tTDt I I 01 REHt lit 10 W TO Engines Generators 62 CONTROL PANEL EARLY MODELS WMD GENERATOR MODELS r INTRU ENT PANL A5BLY vw 1 OPe TG f2 r 1 rVL7 frl 1 OOI I I 1 I I J Tl 1 I I 1 I I I I I I 1 I I h I I r HTIO r1 1 1 r I I 1 1 1 1 rJ RCOT CONTROL PANL Engines Generators 63 ADJUSTMENT AND REPAIRThe starter can be roughly divided into the following sections If any abnormality is found by the following tests the starter A motor section which generates a drive power should be disassembled and repaired An overrunning clutch section which transmits an arma Pinion Gap Inspection ture torque preventing motor overrun after starting 1 Connect a battery 12V between the starter terminal S A switch section solenoid which is operated when and the starter body and the pinion drive should rotate actuating the overrunning clutch through a lever and out and stop which supplies load current to the motorThe starter is a new type small lightweight and is called ahighspeed starter Its differences in con A CAUTION Never apply battery voltage for overstruction from conventional starters are as follows 10 seconds continuously In conventional starters the pinion slides on the motor 2 Lightly push the pinion back and measure the return shaft armature shaft In the new type of starter the pin stroke called pinion gap ion shaft is separate from the motor shaft the pinion slides only on the pinion shaft 3 If the pinion gap is not within the standard range 05 to 20 mm adjust it by increasing or decJeasing the number A reduction gear is installed between the motor shaft and of shims on the solenoid The gap is decreased as the the pinion shaft number of shims increases The pinion sliding part is not exposed outside the starter so that the pinion may slide smoothly without becoming fouled with dust and grease The motor shaft is supported at both ends on ball bear ings The lever mechanism switch and overrunning clutch inner circuit are identical to conventional ones SOLENOIO NoLoad Test 1 Connect the ammeter voltmeter and battery to the starter see illustration 2 When the switch is closed the pinion must protrude and the starter must run smoothly at 3000 rpm or more If the current or starter speed is out of specification disas semble the starter and repair it t CLUTCH REAR I FRONT BRACKET BATTERY BRACKET CENTER ARMATURE BRACKET STARTER M A CAUTION Use thick wires as much as possible and tighten every terminal securely This is a sole noid shifttype starter which makes a rotating sound louder than that of a directdrive type starter When detecting starter rotation at the pinion tip be care ful not to come in contact with the pinion gear when it protrudes STARTER WIRING Engines Generators 64 3 Holding test With a battery connected to the solenoid terminal s and to the starter body manually pull outPerform the following tests If any test result is not satisfac the pinion fully The pinion must remainat that positiontory replace the solenoid assembly even when released from being held by hand1 Disconnect the wire from terminal M2 Attraction test Connect a battery to the solenoids termi nal S for and M for Have a switch in the lead T and close it The pinion drive should extend fully out CONNECTOR OFF A CAUTION Do not apply battery current for more than 10 seconds when testing the solenoid HOLOING TEST RETURN TEST 4 Return test With a battery connected to the solenoid ter minal 1 and to the starter body manually pull out the ATTRACTION TEST pinion fully The pinion must return to its original posi tion when released from being held by handSTARTER DISASSEMBLY 7 Pull out the reduction gear lever and lever spring from the front bracket1 Disconnect the wire from the solenoid terminal M S On the pinion side pry the snap ring out and pull out the2 Loosen the two screws fastening the solenoid Remove pinion and pinion shaft the solenoid assembly 9 At ach end of the armature remove the ball bearing3 Remove the two through bolts and two screws fastening with a bearing puller It is impossible to replace the ball the brush holder Remove the rear bracket bearing pressfitted in the front bracket If that bearing4 With the two brushes pulled away from the armature has worn off replace the front bracket assembly remove the yoke and brush holder assembly Then pull the armature out5 Remove tije cover pry the snap ring out and remove the washer6 Unscrew the bolts and remove the center bracket At the same time the washers for the pinion shaft end play BRUSHES adjustment will come off BRUSH HOLDER ASSEMBLY LLJ i c Engines Generators 65 SERVICE CLEANING THE the solenoid for continuity between terminals S andM and between terminals S and body No continuity shouldbe found between Sand M Continuity should be foundbetween S and the body and M and the body CONTINUITY CHECK Brush and Brush Holder Inspection 1 Check the brushes If worn out beyond 10 mm replace the brushes The Annature1 Check the armature with a growler tester If its short cir NEW USED cuited replace the armature Also check for insulation 2 Check the brush spring tension A weak or defective between the communicator and its shaft If poorly insu spring will cause excessive brush wear replace the lated replace the armature springs if suspect ARMATURE CHECK 3 Check for insulation between the positive brush holder and holder base If poorly insulated replace the holder assembly Also check the brush holders for proper staking2 Measure the commutator 00 and the depth of undercut Repair or replace it if the service limit is exceeded Also check the commutator outside surface for dirtiness and roughness If rough polish the commutator with a fine crocus cloth Commutator 00 1260 in 320 mm Commutator 00 service limit 1230 in 312 mm unudercut 0030 n 196 omO ms 038 ndercut service Imit 1 In mm 1 COMMUTATOR 00 WESTERBEICE Engines Generators 66 SERVICEField Coil Inspection1 Check for insulation between one end brush of the coil and yoke2 Check for continuity between both ends brushes of the coil3 Check the poles and coil for tightness 2 Greasing Whenever the starter has been overhauled apply grease to the following parts FIELD COIL TEST 8 Armature shaft gear and reduction gear b All bearings c Bearing shaft washers and snap rings d Bearing sleevesSTARTER ADJUSTMENT AND REASSEMBLY e Pinion f Sliding portion of lever A CAUTION Before instaling thoroughly clean the starter flange and mounting surfaces remove all oil old paint and rust Starter performance largely A CAUTION Never smear the starter fitting sur depends on the quality of the wiring Use wire of suffi face tenninals brushes Dr commutator with cient size and grade between the battery and starter grease and fully tighten to the tenninal 3 After reassembly check by conducting a noload test the starter assembly in the reverse order of disassembly making sure of the following1 Pinion shaft end play adjustment Set the en play thrust gap to between 05 to 2 mm by inserting an adjusting washer between the center bracket and the reduction gear 8 Fit the pinion shaft reduction gear washer and snap ring to the center bracket b Measure the end play by moving the pinion shaft in the axial direction If the end play exceeds 05 mm increase the number of adjusting washers inserted Engines Generators 67 DC ELECTRICAL SYSTEM DESCRIPTION NOTE An isolator with a diode a solenoid or a battery selector switch is usually mounted in the circuit to isolate the The DC Circuit functions to start operate and stop the batteries so the starting battery is not discharged along with engine The circuit is best understood by reviewing the DC the house batteries If the isolator is charging the starting ELECTRICAL SYSTEM WIRING DIAGRAMS battery but not the house battery the alternator is OK and The engines DC wiring is designed with three simple basic the problem is in the battery charging circuit circuits prehea start and run or stop Engine 12Volt Control Circuit A WARNING Shut off the engine battery switch or dis The engine has a 12 volt DC electrical control circuit that is connect from the battery when working on the engine shown in the wiring diagrams Refer to these diagrams when electrical system or when servicing the DC electrical system on the engine Checking for Proper Voltage If you suspect the alternator has failed perform the following A CAUTION To avoid damage to the battery charg tests with the engine off ing circuit never shut off the engine battery switch 1 Using a voltmeter connect the voltmeter red wire clip to while the engine is running Shut off the engine battery the output terminal B switch however to avoid electrical shorts when 2 Connect the voltmeter negative wire to any ground on the working on the engines electrical circuit engine 3 Check the battery voltage If the battery is in good condi CHARGING SYSTEM tion it should read 12 to 125 volts The charging system consists of an alternator a voltage 4 Check the voltage between the alternator positive regulator an engine DC wiring harness an enginemounted terminal B and any engine ground If the circuit is good DC circuit breaker a battery and connecting wires Because the voltage at the alternator should be the same as the of the use of integrated circuits ICs the electronic voltage battery unless theres an isolator in the circuit then the regulator is very compact and is mounted internally or on the reading would be zero back of the alternator ALTERNATOR A CAUTION To avoid damage to the battery charg If you suspect that the alternator is not producing enough ing circuit never shut off the engine battery switch voltage to charge the engines battery check the following when the engine is running A WARNING A failed alternator can become very hot Do not touch until the alternator has cooled down A WARNING Before starting the engine make cer tain that everyone is clear of moving parts Keep away o Make certain your alternator is securely mounted from sheaves and belts during test procedures o Check the drive belts for proper tension o Inspect for loose or disconnected wires at the alternator 5 Start the engine 6 The voltage reading for a properly operating alternator should indicate between 135 and 145 volts If your alternator is over or uncercharging have it repaired at a 14 BLACK reliable service shop NOTE Before removing the alternator for repair use your voltmeter to ensure that 12 volts DC excitation is present14 PURPLE at the EXC terminal if the previous test showed only bat tery voltage at the B output terminal MANDO 51 AMP ALTERNATOR Engines Generators 68 DC ELECTRICAL SYSTEMBATIERY the manufacturers and then establish a systematic maintenance schedule for your engines A WARNING These glow plugs will become very hot to the touch Be careful not to burn your fingers whenstarting batteries and house batteries testing plugso Monitor your voltmeter for proper charging during engine operation Reinstall the plugs in the engine and test them again Theo Check the electrolyte level and specific gravity with a plugs should get very hot at the terminal end within 20 to hydrometer 25 seconds If the plugs dont heat up quickly check for ao Use only distilled water to bring electrolytes to a proper short circuit level When installing the glow plugs use antiseize compound ono Make certain that battery cable connections are clean the threads and tight to the battery posts and to your engineo Keep your batteries clean and free of corrosion A CAUTION Do not keep glow plugs on for more than 30 seconds A WARNING Sulfuric acid in lead batteries can cause severe burns on skin and damage clothing Wear protective gearGLOW PLUGSThe glow plug is a small heater installed in each precombustion chamber They run off the engine starting battery andbecome red hot when activatedThe glow plugs are wired through the preheat solenoidWhen PREHEAT is pressed at the control panel this solenoidshould click on and the glow plug should begin to get hotGlow plugs can be checked by unscrewing and holding themagainst a good ground engine block and turning them onThe tip should glow red hot You can also use an ammeter totest the power drain 8 to 9 amps per plug or an ohmmeterto test resistance 11 to 12 ohms TYPICAL GLOW PLUG Engines Generators 69 NOTE The alternator connections and color coding described on the following illustrations may vary from earlier WESTThe alternator serves to keep the battery constantly charged ERBEKE engines Always refer to the wiring diagrams inIt is driven from the pulley at the end of the crankshaft by a this manual and also make a quick sketch of your The type of alternator used is ideal for high speed wiring before disconnecting for serviceengines having a wide range of engine speeds It containsdiodes that convert AC to DC and an IC regulator that keepsthe generated voltage constant even when the engine speedchanges A CAUTION Do not use any highvoltage tester such as a megger Otherwise damage to diodes will result During highspeed running of the engine do not discon nect the positive or negative tenninal of the battery from terminal B of the alternator If this is done diode failure will result With altemators having Ie regulators absolutely avoid a short circuit between tenninals Band L This would allow current to flow in the diode trio and damage it Do not start the engine with the lead disconnected from MITSUBISHI 50 AMP ALTERNATOR MANOO 51 AMP ALTERNATOR terminal B of the alternator Otherwise damage to the voltage regulator will result ALTERNATOR When charging the battery with a quick charger be If you suspect that the alternator is not producing enough sure to disconnect the battery tenninals to prevent voltage to charge the engines battery check the following damage to diodes o Make certain your alternator is securely mounted o Check the drive belts for proper tension o Inspect for loose or disconnected wires at the alternator FAN A WARNING A failed altemator can become very hot Do not touch until the altemator has cooled down PULLEYREAR Testing The Charging VoltageBEARING SHAFT If you suspect the alternator has failed perform the following tests 1 Using a voltmeter connect the voltmeter red wire clip to FRONT the output terminal B BEARING 2 Connect the other voltmeter wire to any ground on the engine 3 Start the engine and record the voltmeters readings A CAUTION To avoid damage to the battery charg ing circuit never shut off the engine battery switch when the engine is running Engines Generators 70 SERVICEThe voltage reading for a properly operating alternator NOTE If the screwdriver is inserted too deep the statorshould be between 135 and 145 volts If your alternator is coil might be damagedover or undercharging have it repaired at a reliable service 2 Hold the rotor in a vise and remove the pulley nut Thenshop or continue with the following tests remove the pulley fan spacer and seal Next remove theNOTE Before removing the alternator for repair use your rotor from the front bracket and remove the sealvoltmeter to ensure that 12 volts DC excitation is present at 3 Unsolder the rectifier from the stator coil lead wires andthe R EXC terminal if the previous test showed only battery remove the stator at the B output terminal NOTE Make sure that the solder is removed quickly in less than five seconds If a diode is heated to more than 150C 310F it might be damaged 4 Remove the condenser from terminal B 5 Unsolder the plates Band L from the rectifier assembly 6 Remove the mounting screw and B terminal bolt and remove the electronic voltage regulator and brush holderOutput Test The regulator and brush holder cannot be sepearated1 Disconnect the battery ground cable 7 Remove the rectifier assembly2 Disconnect the wire from terminal B on the alternator S Brush and brush spring replacement and connect an ammeter between B and this wire When only a brush or brush spring is to be replaced it can3 Connect a voltmeter between terminal B and ground be replaced without removing the stator etc With the brush4 Connect to the P terminal holder assembly removed unsolder the pigtail of the brush5 Reconnect the battery ground cable to the terminal NOTE If the terminals Land B of the rectifier assembly are The voltmeter should indicate the battery voltage bent damage might result to the rectifier Therefore the plates Band L should be gently bent at the center6 Connect B to the R terminal regulator7 Start the engineS Tum on 12 volt accessories equaling the amperage output PLATE B 7 of the alternator accelerate the engine to the specified speed 2000 to 3000 rpm and measure the output cur rent The output current should be close to the alterna tors maximum ouput RECTIFIER REGULATOR 8 ASSEMBLY BRUSH HOLDER Output Current 1300 rpm 2500 rpm 5000 rpm PLATE L Hot 16 amp 41 amp 48 amp STATOR Cold 24 amp 50 amp NOTE rpm is that of the alternator The pulley ratio alternator vs crank pulley is 1 78 to 1 all readings are at 135 volts REAR OUTPUT TEST SETUP Mter removing the three assembly throughbolts insert a screwdriver between the front bracket and stator While SPACER ROTOR prying i remove the front bracket and rotor Engines Generators 71 SERVICEAn alternate method for removing the stator winding brush regukaor unit and the Ie diode rectifier assmblyfrom the rear bracket With the front bracket and rotor Diodeassembly separated from the rear half of the alternator Diode troubles are classified as opencircuit and shortcircuit1 Insert a flatbladed screwdriver between the stator core When the diode is opencircuited no current flows In the and the edge of the rear bracket on the same side as the shortcircuited diode current flows in both directions brushholder Raise this side of the stator core away from the bracket so as to open a gap of about 12 inch Checking for Short Circuit NOTE Be careful not to allow the screwdriver blade to Check for continuity between the heat sink and the stator enter far enough to touch the stator winding coil lead joint terminal and between the heat sink and the said terminal If each test shows current flow in both direc2 Maintaining the 12 inch gap insert the screwdriver tions the diodes are shortcircuited Replace the rectifier between the stator core and the bracket on the rectifier assembly side and move the stator laterally toward the brushholder for a distance of 12 to 34 of an inch without lifting it from the bracket3 Insert a 2 Phillips screwdriver through this opening and remove the two screws holding the rectifier Checking for Open Circuit4 Remove the nut anchoring the B terminal bolt and the To check for an open circuit in the diodes which have passed capacitor mounted thereto on the outside rear of the the shortcircuit test disconnect the diode leads and check bracket Then remove the third Phillips screw holding the with your ohmmeter between the diode lead and the body brush holder to the bracket reversing the leads If no continuity is found the diode is5 Carefully withdraw stator brush holder and rectifier from open the rear bracket as one loosely connected unit Checking Diode Trio With the bracket out of the way it is easy to unsolder the stator winding leads from the rectifier quickly to avoid Check each of the three diodes for continuity If any diode heat damage to the diodes and IC chips It is also easier allows current flow in both directions or does not allow to renew the brushes because there is no need to bend the current to flow in one direction replace the rectifier assembly connecting plates between the brush holder and the rectifier and possibly damage the rectifierWhen reversing this procedure make sure that the statorwinding leads are gently pushed back from possible contactwith the rotor body after seating the stator into the rearbracket Engines Generators 72 SERVICE the stator lead wires from the coil and check forcontinuity between the three leads with a circuit tester If no continuity is found the stator windings are open Next checkfor insulation between each lead and the core If continuity is found replace the stator Checking Brush and Brush Spring Replace the brush if it has worn to the replacement value Check the brush spring force Also confirm that the brush moves smoothly in the brush holder Standard Replacement Value Required at Brush Length mm 18 8 Brush Spring Farce g 37060 210 Checking the Slip Ring Because the slip ring wears very little the diameter must be measured with a micrometer Replace the rings rotor assembly when wear reaches the replacement value Standard Replacement Value Required atField Coil Rotor Slip Ring 00 33 mm 322 mmCheck resistance between the slip rings The resistance must Runaut 003 mm or less 02mmconform to the specified value Resistance Value 387Q 10 The slip ring must be smooth with no surface oil If neces sary clean and polish with a fine crocus cloth REGULATOR The regulator consists of a voltage regulator and a lamp relay their wires are gathered into a connector The voltage regulator is used to always keep the alternator output con stant regardless of alternator speed and to cut off the flow of current to the field coil when necessary The lamp relay is used on the Captain panel only to illuminate the panel light indicating no alternator charge The 50A alternator has a builtin IC regulator During alternator operation field cur rent is controlled automatically by the IC regulator 1 Connect an ammeter approx 60A rating between the battery positive terminal and its cable 2 Connect a voltmeter between he generator terminal LCheck fr continuity between the slip ring and the core If and the ground In this case the voltmeter must indicatethere is continuity it means that the coil or slip ring is 0 If otherwise indicated a defective alternator orgrounded Replace the rotor assembly faulty wiring is suspected Engines Generators 73 SERVICE3 Tum the starting switch key to the ON position and the REASSEMBLY voltmeter will indicate a value considerably lower than the battery voltage If the indication is near the battery voltage a defective generator is possible A CAUTION Connect the alternator properly Should4 With the ammeter shortcircuited start the engine the polarity be reversed a powerful current would flow from the battery into the alternator damaging the diodes and wiring harness A CAUTION If the ammeter is not shortcir cuited a large starting current will bum out the ammeter coil 1 Install the alternator support bolt through the alternator leg underside into the engine casting 2 Swing the alternator into position on the adjusting5 Increase the engine spled to between 2000 and 3000 rpm bracket and fasten Lightly tighten and read the ammeter6 If the ammeter reading does not exceed 5A read the 3 Adjust belt tension voltmeter at that state 20003000 rpm The voltmeter 4 Tighten both bolts and recheck belt tension reading is the regulated voltage Torque values7 If the ammeter reading exceeds 5A continue charging Support bolt 20 24 Nm 15 18 ftIbs the battery until the ammeter reading drops to 5A or Adjusting bracket bolt 12 14 Nm 9 10 ftIbs below or replace the battery with a fullycharged one or NOTE Make certain the belts are perfectly aligned with connect a 14Q 25W resistor in series to the battery to the alternator and engine pulleys If not insert or remove restrict charging current spacers as needed to align the alternatorS The Ie regulator is of the temperature compensation type and therefore regulated voltage varies with temperature It is necessary to measure the temperature of the rear bracket surrounding the regulator and to use the measurement for correction of regulated voltage AMMETER CHECKING THE IC REGULATOR VOLTAGE Engines Generators 74 uses a variety of marine transmissions madeby wellknown marine manufacturers such as HURTH ZFBORG WARNER PARAGON and others If you parts repair work or an overhaul we recommend contacting the transmission manufacturer directly forinformation on the locations of authorized service facilities Itv iWJj iJ 1 Iooi Engines Generators 75 DC ELECTRICAL SYSTEM ENGINE WIRING DIAGRAM 24666 Sf NOTE KEY SWITCH WTtR TPT wTSNOER R SWITCH OIL PItSURe ITCH ALTERNATOR b t ALARM I I I I fUEL SOL W8W52W70WIOO I I I I 1 I L PREHEAT SOL SEtNOTe OPSENOER PREHETER aLII NOT USCD R EEttOTE14 111 0 SERIES I ALTERNATOR t2VOLT OAMP 34 594 AlJcRNArO I2V 501t I 33 7 I PANEl JESS rfoSnUMcNTS I JZ eeo PANtt COMPLEre KEY SWITCH I 11 ALAtM 4 011 PReSS SiN NC I 28 27 I WAre12 r5MPr Sw NO PIiiL LIFT PUMP I JIS I AMM opnONL I 25 20G54 SPlirrEIZ OPIOVA 24 1452 GLOW PtUGS W30fW6 4AJ 123 11530 GOW PLUGS W40 1 2 2 NEUTRA SAF4 sw PAeAfCII 1 21 23433 NErA sAETY WlJRNEe I 20 i4628 PANE iESS INSrRGlHENrs I If e 660 PANeL COMPLEre 1 8 11532 SuPPRESSIO tr Atr I 17 2959 e Z4G84 TACH Klr A7ERNAoli ALrERNAIo1f Sf A I 15 23571 SENOE WAre 7IP I 14 24338 2 32 SONOID ueL SENDEJ OIL PRe sCle WS8 I I II 24a8 PREHeAT4 4 11 243f SOLNOIO pleHAr to 24683 CIlCIT lREAK6e 20AHI I IG2 SrArR IwfAeNe GNCINI I 8 30032 HAINeSS tN6INS I 7 G 30148 19 G HARNeSS PIINEI KEY SWITCH I VOLrMErEI2 c4 I I itt I 17 S SWITCH PItHeAT OIL PIPErstlIilE GAUGE wlree rsJIp GAUGE TACHOMETSR I I ITEM PART NO DESCRI PTION OTY ASS TfN Engines Generators 76 DC ELECTRICAL SYSTEM ENGINE WIRING SCHEMATIC 24666 KEY SWITCH 12vDC tRY BAnERY RtTURN PRtHEAT 10 I L FUEL LIFT PUMP ALARM eI OP SW A I Jr WTSW NOrcS ON 8UllDcliOWNERJ AN ONOFF sWITCIi MUSr as J iAll N I 141 TO DtSoNNllcr rHE srAr6 CIACUlr FOiIA rHE SATTERY AN EIvIEteGENCI WHEN letllN rHe SoAT J2vqLr DIESel ElltIWG SrAllrERS TYPICALLY DeAW 200 To 300 AMPS WHEN CRAHIfN rNE Du TTOItI OF NDWDUAL CAKINQ CCLES SJIOuLD NOr EXCED 30 SECONDS A SWI1C WITH CDNl1NUOUS eATNt OF I7SAMPS Ar 12vDC WILL NOH SEevE mGS UN7TfNS aur SuCH A SWITCH MtlSr NV1A12 tfJE USD ro MAKE H THE srAree CIItCUlr OTHeR Nores WARNING SENDel CONNECTION CONrAcr wml B MAY DAMAGE SENDER ALI IErUIHS ARE THROUGH ENGINE eLOC FOIt WIIG OF AUILLAIiY AtrEIiNATOIiS SEE THE FOLLOWING DIAGRAHS HoroeoLA B AM 1232 MOTOROlA IZO AMP I 1123 1 LEECE NEVlIIE 53 AMP 535 ggCeNevILLE lOS AMP lGt14 IF AODrtOIVAI PReSSURE SWITCHES Ae tREiiD TO srAeT eOAr ACCESSOie A JLEXISLI HOSE Musr BE RUN FloM THE OIL PIESSIJiiS MANIFOLD To A NE41 eUlJHEAD AND ALi PIESSURE WIFCHES MOiNTED AT TIle BUlIIHEAI APPLY illASTle O n6HT WOUND PtllirlCSPtlCE ElECTHCAL TAPE AOLlN CONHECrOliS CONNECTED CAunON TfIIS PR0I IS PROTECTED BY II MAWUAL RESET cUlr alieAJte tocrD NEAP 71 SroRTE AND AS CIOsE TO THE SotNeE of CueENr AS PosSIBLE EXCESSIVE CUICENr DIAH ANYWllees IN TN INS7RUMENr PANEL WigNt PC FHIie WJ4 AlliE THE SIIEAIIEg ro nIP IN THis VINr MQsr tliiIS MQDGlS WilL SHlIr DOW BGCAUSE THtr OPENED Ie A R bISCtJNIVErs Elii EL SIJPPL HERE DE fIe OWNER MUST SE SUIiE THAr 71 lNSrlUMENT PANEL WIIG AND ENaIN AIE INJrALLeb TO peEVENr CON1i4cr BETWEEN ELgCrlflCAL DeVICeS AND SALT WArEIZfj ITII4S 4 G 9 f 20 WERE USED WtTI PeEVOUS IESltSN Engines Generators 77 DC ELECTRICAL SYSTEM ENGINE WIRING DIAGRAM 33685 KEY SWITCH TWO PUSHBUTTONS Ol WWZW70WIOO p fUEL ruel Lin ru t CwUwl1wl7Wll tI wtWIOO PREHEAT SOL saNOTt oPSENDER i PREHETER 81K1ONOT USED ON SERIES I ALTERNATOR 12OLT OAMP a sw fir SCfAC2 305 7it 5 VI 24lJ F IFL PIMP W r u D A Oti 74iff WS8 4 UI 20AHA 1 Vi IS 1 GAuGIS w fiip G AUGS ITE IPARTNo PTiN IQ I TboN Engines Generators 78 DC ELECTRICAL SYSTEM ENGINE WIRING SCHEMATIC 33685 KEY SWITCH TWO PUSHBUTTONS 12 VDC BATTERY BATTERY RETURN TARTER PREHEAi PREHEATER NoreS ON BUllOEIOWNERf RESPONSIBILITY AN ONOF SWITCH MtJsr eE IWALItP IN nilS IINE TO DSCONNEcr nuz srAreR CIIClIlr FIOM rHE BATTERY Iff AN IiMEiGENCr ALTERNATOR lEAVING ruE BOAT I2VOLT DIESeL ENCIIVE srAIiIiS TYPICALlY OtAVI zoo To 300AMP WilEN CAKIN nlE DuRiOAl OF INDIVlDUAL CFiANKNC CYCLES SNOULI NOT EXCEED o SECONDS A SWlrCIl WITH CONTlNGlOUS eATING OF 175 AMIS AT 2 VDC WILL IIOIMAlLI SEVG TiltS JIINC17DN BUT SUCH A SWlrcH MUsr NEVGI2 BE cJSeD ro MAKe 7HE STASree CIRCUli OTHER NoreS 01 WARNING SeNOR CONNECTToN CONrAcr WITH 8 MAY AMAE sENP PREHEAT w ALL ErURNS AIE rHROUGH eNGINe 3LOG FOR WIRING OF AuxILLAY ALrEtNAros SCE rHI FOLLOWING DIAGRAMS I MOTOOLA es MP t 1232 START SWI MoTOROLA 120 AMP I 1123 I LE6CE NEVIUS 53 AMP IG53S LEECeNEVILLE lOS AMP lGt4 I IF ADDITIONAL PRESRE SWtrcHttS ARe eD TO srA2r I L BOAr ACCESSOF A JEXBLe HOSE Musr BE RUN FROM nlE OIL PSSSUIE MANrOLl 70 A NEAIY BUIKHGAD AND Ll PRESSRE SWITCHES MQlINTcD AT TIle BGlll4ffeAO 1 oT rUEL LIFT PU P ALARM Ar OPW APPLY SILAsrlC OR riGHT WOllND pLASrlcSPIICE lEcrRICAL rAPe AROUND CONNCrORS CONNECrED CAunON nils PROlC IS ptOTeCrID BY A AMIAI RESEr lfcUlr EREAK toCrD NEAR 7714 srARTER AND AS CIOSE TO rHI SCl OF CURReNr A1 POSSleLc WTSW EXCESSIVe CUReErlr DIAII AWYWHeRE IN rH NSrRVMGNr PArlE WIRING OR Erfirle WU CAUSE rHE 8IEAKJ To TlIP IN THIS EvcNT MosT ENGINe MODElS WIll SHUT DOWN aGCAUSG THS OpeNED R A JISCONNecrs ttl L SUPPI HEREFOle 7JI 6UfUcL OWNeR Musr se SURe TlAr THG lNsrRUMENr PANEL J WIPING AND ENN AilE INJrALlil ro PIVENr CONrAci BETweeN ELECilCAl DeVICe AND SALT WArEIZ Engines Generators 79 DC ELECTRICAL SYSTEM ENGINE WIRING DIAGRAM 36844 ADMIRAL PANEL 19 ORED WATER GLOWPLIJGS TEMP 234OR6 SWITCH DEPENDI KG OK NUMBER OF 0 18 17 CYliNDERS 16 14 LT BlUE PREHEAT SOLENOID v 2 I2YEL1E 1 USED ON SOME MODELS FUEL I L I I oJ OIL RE USED ON SOME MODELS GROUND TO ENGINE 0 BLOCK fUSED ON SOME HOCELSI z z Ii SZ P2 z i i w z e z 0 2 2 0 14 LT BLUE r I ALTERNATOR 51 A USED ON SOME tOOElS I I MALE CONNECTOR ON LTBWEEI 17 lTBIUE I flI4rJ THIS SlOE WH ECTORON LBN I D I B OK 1481 I VOLTMETER I I I L 0 BLK ADMIRAL PANEL Engines Generators 80 DC ELECTRICAL SYSTEM ENGINE WIRING SCHEMATIC 36844 12 VDC ADMIRAL PANEL START STARTER SOL GLOvlPLUGS PREHEAT SOL C8 C8 lOA lOA UFT PUMP P I I I FUEL SOL NEUTRAL I L L F SI Op O P SNDR SW vIT SNDR WT SW51 SI SI SI S2 S2 52 51 SI SI PI PI PI PI P2 PI PI PI TACH 5 VOLTS START SW OP rIT PREHEAT SvI NOTES I THIS PRODUCT IS PROTECTED BY A MANUAL RESET CIRCUIT BREAKER LOCATED NEAR THE STARTER EXCESSIVE CURRENT DRAIN WILL CAUSE THE BREAKER TO TRIP AND THE ENGINE WILL SHUT DOWN THE BUILDEROWNER MUST BE SURE THAT THE INSTRUMENT PANEL WIRING AND ENGINE ARE INSTALLED TO PREVENT CONTACT BETWEEN ELECTRICAL DEVICES AND SALTWATER 2 AN ONOFF SWITCH SHOULD BE INSTALLED BETWEEN THE BATTERY AND STARTER TO DISCONNECT THE BATTERY IN AN EMERGENCY AND WHEN LEAVING THE BOAT A SWITCH WITH A CONTINUOUS RATING OF 175AMPS AT 12VDC WILL SERVE THIS FUNCTION THIS SWITCH SHOULD NOT BE USED TO MAKE OR BREAK THE CIRCUIT 3 GRAY WIRE AT PLUG 2 IS UNUSED AND SHOULD BE INSULATED Engines Generators 81 DC ELECTRICAL SYSTEM ENGINE WIRING DIAGRAM 36467 CAPTAIN PANEL fk 1 I I WATER TEMP I GLOWPLUGS Z34OR 6 SWITCH I DEPENDING ON OPTIONAL 1 NUMBER OF CYLINDERS WITH INST PANEL 4 I Ie 14 LT BLUE 1 I PREHEAT I SOLENOID 14 LT BLUE 1 OIL I PRESSURE 1 SWITCH I 1 SEME MODEs 1 Ii FUEL SOLENOID rt OIL I USED ON SOME rIOOELS i PRESSURE l SENDER OPTIONAL WITH GROUND TO INSTRUMENT ENGINE PANEL BLOCK LIFT PUMP fuSED OM SOME MODELSI z Z w i5 0 l SI 52 pfo 1BJ P2 I IJ z Ii S 8 z z S g 22 P 2 i 0 AlTERNATOR5IA USED ON SOME MODELS r iO14LT BUJE MOLD TO ENG BLOCk I SoItN S ORN r f 1 IUE 2valal DU I LAIM FUEL SOLENOID WIRING Ie 0 W20B TWO W30BTIoIREEJ I ri ALT r9 LAMP I START IBlk Dz TEST SWITCH 5 I 14etU Do i fl AP 1411Jc 0 01 I 4BLK n 7r CAPTAIN PANEL I I 1 4ED PREHEAT WpC LAMP TACHOMETER KEYSWITCH t4BLUE I SWITCH 8 ILK I 18 aLK I 189 Ie I OLk I Engines Generators 82 DC ELECTRICAL SYSTEM ENGINE WIRING SCHEMATIC 36467 CAPTAIN PANEL IZVOC CB ZOA I fo I FUEL SOlENOIO I OPsNOP j IJ NTRl OPSW 511 IITsNOR iT SW 51 PI 1 PI 51 PI PI Pl PI 52 PZ 51 51 SZ PZ TACH 51 TZ 05 T6 01 LAMP T3 04 f TEST slIlTCH OZ T4 T5 03 T7 PREHEAT SIIITCH ALARMSTART I TURN KEY TO ON POSITION THE ALARM WILL SOUND OIL PRESSURE AND BATTERY CHARGE INDICATORS WILL LIGHT 2PUSH PREHEAT SWITCH FOR IS TO 60 SECONDS AS REQUIRED ALARM WILL STOP 3WHI LE CONTINUING TO PUSH PREHEAT SWITCH PUSH THE START SWITCH ALSO WHEN THE ENGINE STARTS RELEASE THE START SWITCH ONLY 4WHEN THE OIL PRESSURE INDICATOR LAMP GOES OUT RELEASE THE PREHEAT SWITCHSTOP TURN THE KEY TO TH E OFF POSITIONI THIS PRODUCT IS PROTECTED BY A MANUAL RESET CIRCUIT BREAKER LOCATED NEAR THE STARTER EXCESSIVE CURRENT DRAIN WILL CAUSE THE BREAKER TO TRIP AND THE ENGINE WILL SHUT DOWN THE BUILDEROWNER MUST BE SURE THAT THE INSTRUMENT PANELWIRING AND ENGINE ARE INSTALLED TO PREVENT CONTACT BETWEEN ELECTRICAL DEVICES AND SALTWATER 2 AN ONOFF SW ITCH SHOULD BE I NSTALLED BETWEEN THE BATTERY AN D STARTER TO DISCONNECT THE BATTERY IN AN EMERGENCY AND WHEN LEAVING THE SOAT A SWITCH WITH A CONTINUOUS RATING OF 175 AMPS AT 12VDC WILL SERVE THIS FUNCTION THIS SWITCH SHOULD NOT BE USED TO MAKE OR BREAK THE CIRCUIT3 PINK WIRE AT PLUG Z IS UNUSED AND SH OULD BE INSULATED Engines Generators 83 DC ELECTRICAL SYSTEM ENGINE WIRING DIAGRAM 39144This diagram illustrates the ADMIRAL CAPTAIN PANELS12 VDC negative circuit Two panels are also GRshown the Captains Panel and the Admirals Panel IIIK r11 I I I C II ON MODELS SEE NOT 2 III 1 J 1 1 12 VDC 0 llllBl I NOTE AN ONOFF SWITCH SHOULD BE IN STALLED BETWEEN THE BATTERY AND STARTER TO DIS m C ALARM euzzElt ADMIRAL PANEL CONNECT THE BAT TERY IN AN EMER GENCY AND WHEN I LEAVING THE BOAT A SWITCH WITH A CONTINUOUS RATING OF 175 AMPS AT 12 VDC W1LL SERVE THIS FUNCTION THIS SWITCH SHOULD NOT BE USED TO MAKE OR BREAK THE CIRCUIT 110 Ito 1 CAPTAIN o PANEL r l IIII IU l LiilLL I III Engines Generators 84 DC ELECTRICAL SYSTEM ENGINE WIRING SCHEMATIC 39144 12 VDC STAIIT ADMIRAL CAPTAIN PANELS SOL STUTn r I M 4iiti I I I I I I I ALTEIUIATOII I I I I I I rII rP rIIB Ul LIFT PUMP rUEL 0 WIIU U I I I 9 HM I I I g FUEL SOL 11 I I I I sENDER I I I 2B liBjNT ADMIRAL TACHOMETER PANEL NOTES I THIS PRODUCT IS PROTECTED BY A MANUAL RESET CIRCUIT BREAKER LOCATED NEAR THE STARTER EXCESSIVE CURRENT WILL CAUSE THE BREAKER TO TRIP AND THE ENGINE WILL SHUT DON THE BUILDERONER MUST BE SURE THAT THE INSTRUMENT PANEL WIRING AND ENGIHE AU INSTALLED TO PREVENT CONTACT BETWEEN ELECTRICAL DEVICES AND SE ATER 2 AN ONOFF SITCH SHOULD BE INSTALLED BETEEN THE BATTERY AND STARTER TO DISCONNECT THE BATTERY IN AN EMERGENCY AND HEN LEAVING THE BOAT A SITCH WITH A CONTINUOUS RATIN6 Of 175 AMPS AT 12 VDC WILL SERVE THIS fUNCTION THIS 0 SWITCH SHOULD NOT BE USED TO MAKE OR BREAK THE CIRCUIT utE 3 THE PINK IRE AT PLUG IS UNUSED AND SHOULD BE INSULATED CAPTAIN PANEL ONLY THE GRAY IRE AT PLUG 2 IS UNUSED AND SHOULD BE INSULATED ADMIRAL PANEL ONLY nlI CAPTAIN PANEL LAM rUT II LT BLU PINK 51 AMP ALTERNATOR STANDARD ALTERNATOR ON THE PRESTOLITE 72 AMP AIT maIJiClffl il IlI 82B IlIt 114 BRN I GRA I I PINK I LT BL UNIVERSAL PROPULSION PRESTOLITE 51 AMP ALT OPTIONAL ALTERNATORS AVAllAIIlC O INC J5 cAtiOto pas a ONLY Engines Generators 85 STANDARD HARDWAREBOLT HEAD MARKINGS Metric bolt class numbers identify bolts by their strength with 109 the strongestNOTES 1 Use the torque values listed below when specific torque values are not available 2 These torques are based on clean dry threads Reduce torque by 10 when engine oil is used 3 Reduce torques by 30 or more when threading capscrews into aluminum STANDARD BOLT NUT TORQUE SPECIFICATIONS METRIC BOLT NUT TORQUE SPECIFICATIONS SAE Grade 5 SAE Grade 67 SAE Grade 8 Capsrew Body Size Torque Torque Torque Boll Grade 46 Grade 48 Grade 88 98 Grade 109 Inches Thread FHbNm FILb Nm FILb Nm Dia Wrench Size FILb Nm FHbNm FILb Nm FILb Nm 14 20 8 11 10 14 12 16 28 10 14 14 19 M3 55mm 03 05 05 07 1 13 15 2 M4 7mm 08 11 1 15 2 3 3 45 5116 18 17 23 19 26 24 33 M5 8mm 15 25 2 3 45 6 65 9 24 19 26 27 37 38 16 31 42 34 46 44 60 M8 10mm 3 4 4 55 75 10 11 15 24 35 47 49 66 M9 13mm 7 95 10 13 18 25 35 26 716 14 49 66 55 75 70 95 M10 16mm 14 19 18 2pl 37 50 55 75 20 55 75 78 106 12 13 75 102 85 115 105 142 M12 18mm 26 35 33 45 63 85 97 130 20 85 115 120 163 M14 21 mm 37 50 55 75 103 140 151 205 M16 24mm 59 80 85 115 159 215 232 315 9116 12 110 149 120 163 155 210 18 120 163 170 231 M18 27mm 81 110 118 160 225 305 321 435 518 11 150 203 167 226 210 285 M20 30mm 118160 166 225 321 435 457 620 18 170 231 240 325 M22 33mm 159 215 225 305 435 590 620 840 34 10 270 366 280 380 375 508 16 295 400 420 569 M24 36mm 203 275 288 390 553 750 789 1070 M27 41 mm 295 400 417 565 811 1100 1154 1565 78 9 395 536 440 597 605 820 M30 46mm 402 545 568 770 1103 1495 1571 2130 14 435 590 675 915 1 8 590 800 660 895 910 1234 M33 51 mm 546 740 774 1050 1500 2035 2139 2900 14 660 895 990 1342 M36 55mm 700 950 992 1345 1925 2610 2744 3720 SEALANTS Use LIQUID TEFLON for sealing pipe plugs and fillings that connect coolant passages o not use tape sealantsOil based PERMATEX 2 and its HIGH TACK equivalent are excellent allpurpose sealers They are effective in just about any joint in contact with BOLTS raw water oil Or fuel Lightly oil head bolts and other fasteners as you assemble them Bolts andA light coating of OIL or LIQUID TEFLON can be used on rubber gaskets plugs that penetrate the water jacket should be sealed with PERMATEX 2 orand Orings HIGH TACKLOCTITE hydraulic red sealant should be used on oil adapter hoses and the oil When assembling the flywheel coat the bolt threads with LOCTITE bluefilter assembly Antiseize compounds and thread locking adhesives such as LOCTITE protectCoat both surfaces of the oil pan gasket with high temp RED SILICONE sealer threaded components yet allows them to came apart when necessaryWhen installing gaskets that seal around water coolant passages coat both LOCTITE offers levels of locking according to the jobsides with WHITE SILICONE grease LITHIUM based grease is waterproof ideal for water pump bearings and ADHESIVE SPRAYS are useful for holding gaskets in position dur ing boxesing assembly Heavily oil all sliding and reciprocating components when assembling gasket sealers such as HYLOMAR work well in applications requir use clean engine alling nonhardening properties HYLQMAR is particlarly effective oncopper cylinderhead gaskets as it resists fuel oil and water YIVWESTERBEICE I Engines Gentrators 86 METRIC CONVERSIONS INCHES TO MILLIMETERS MILLIMETERS TO INCHESInches mm Inches mm mm Inches mm Inches 1 2540 15 38100 1 00394 15 05906 2 5080 20 50800 2 00787 20 07874 3 7620 25 63500 3 01181 25 09843 4 10160 30 76200 4 01575 30 11811 5 12700 35 88900 5 01969 35 13780 10 25400 40 101600 10 03937 40 15748 10 MILLIMETERS 1 CENTIMETER 100 CENTIMETERS 1 METER 3937 INCHES 33 FEET INCHES TO METERS METERS TO INCHESInches Meters Inches Meters Meters Inches Meters Inches 1 00254 7 01778 01 3937 07 27559 2 00508 8 02032 02 7874 08 31496 3 00762 9 02286 03 11811 09 35433 4 01016 10 02540 04 15748 10 39370 5 01270 11 02794 05 19685 11 43307 6 01524 12 03048 06 23622 12 47244 TO CONVERT METERS TO CENTIMETERS MOVE DECIMAL POINT TWO PLACES TO THE RIGHT YARDS TO METERS METERS TO YARDSYards Meters Yards Meters Meters Yards Meters Yards 1 091440 6 548640 1 109361 6 656168 2 182880 7 640080 2 218723 7 765529 3 274320 8 731520 3 328084 8 874891 4 365760 9 822960 4 437445 9 984252 5 457200 10 914400 5 546807 10 1093614 MOVE DECIMAL POINT FOR HIGHER VALUES eg 6000 METERS 656168 YARDS POUNDS TO KILOGRAMS KILOGRAMS TO POUNDS Ib kg Ib kg kg Ib kg Ib 1 0454 6 2722 1 2205 6 13228 2 0907 7 3175 2 4409 7 15432 3 1361 8 3629 3 6614 8 17637 4 1814 9 4082 4 8818 9 19842 5 2268 10 4536 5 11023 10 22046 GALLONS TO LITERS LITERS TO GALLONSGallons Liters Gallons Liters Liters Gallons Liters Gallons 1 379 10 3786 1 026 60 1566 2 757 20 7571 2 053 90 2377 3 1136 30 11357 5 132 120 3132 4 1514 40 15142 10 264 150 3962 5 1893 50 18928 20 528 180 4754 PINTS TO LITERS LITERS TO PINTS Pints Liters Pints Liters Liters Pints Liters Pints 1 047 6 284 1 211 6 1268 2 095 7 331 2 423 7 1479 3 142 8 379 3 634 8 1691 4 189 9 426 4 845 9 1902 5 237 10 473 5 1057 10 2113 TEMPERATURE 32 40 50 60 70 75 85 95 105 140 175 212 OF I I I I I I I I I I I I I I I I I I I I I I I I 0 5 10 15 20 25 30 35 40 60 80 100 C Engines Generators 87 GENERATOR INFORMATIONUSE OF ELECTRIC MOTORS GENERATOR FREQUENCY ADJUSTMENTThe power required to start an electric motor is considerably Frequency is a direct result of speed asmore than is required to keep it running after it is started indicated by the followingSome motors require much more current to start them thanothers Splitphase AC motors require more current to start o When the generator is run at 1800 rpm the AC voltage output frequency is 60 hertzunder similar circumstances than other types They are commonly used on easystarting loads such as washing o When the generator is run at 1500 rpm the AC or where loads are applied after the motor is start output frequency is 50 hertzed such as small power tools Because they require 5 to 7 Therefore to change the generators frequency the generatimes as much current to start as to run their use should be tors drive engines speed must be changedavoided whenever possible if the electric motor is to bedriven by a small generator Capacitor and repulsioninduc GENERATOR motors require from 2 to 4 times as much current to start o Maintaining reasonable cleanliness is importantas to run The current required to start any motor varies with Connections of terminal boards and rectifiers maythe load connected to it An electric motor connected to an become corroded and insulation surfaces may startair compressor for example will require more current than a conducting if salts dust engine exhaust carbon etcmotor to which no load is connected are allowed to build up Clogged ventilation openingsIn general the current required to start 115volt motors con may cause excessive heating and reduced life of windnected to medium starting loads will be approximately as ingsfollows o For unusually severe conditions thin rustinhibiting AMPS FOR RUNNING AMPS FOR STARTING petroleumbase coatings should be sprayed or brushed MOTOR SIZE HP AMPERES AMPERES over all surfaces to reduce rusting and corrosion Typical materials suggested are Ashland Tectyle 506 16 32 64 224 and Daubert Chemical Co NonRustAC410 14 46 92322 o In addition to periodic cleaning the generator should be 13 52 104 728 inspected for a tightness of all connections b evi dence of overheated terminals and c loose or dam 12 72 144 292 aged wires 34 102 204 408 o The drive discs on single bearing generators should be 1 130 2652 checked periodically if possible for tightness of screws and for any evidence of incipient cracking failure DiscsNOTE In the above table the maximum Amps for Starting should not be allowed to become rusty becauSe rustis more for some small motors than for larger ones The rea may accelerate cracking The bolts which fasten theson for this is that the hardest starting types splitphase are drive disc to the generator shaft must be hardened steelnot made in larger sizes SAE grade 8 identified by 6 radial marks one at each of the 6 corners of the headBecause the heavy surge of current needed for startingmotors is required for only an instant the generator will not o The rear armature bearing is lubricated and sealed nobe damaged if it can bring the motor up to speed in a few maintenance is required However if the bearingseconds If difficulty is experienced in starting motors turn becomes noisy or roughsounding have it replacedoff all other electrical loads and if possible reduce the load o Examine the bearing at periodic intervals No sideon the electric motor movement of the shaft should be detected when force is applied If side motion is detectable the bearings areREQUIRED OPERATING SPEED wearing or wear on the shaft of the bearing socket outAlthough individual units may vary slightly the normal volt side bearing has occurred Repair must be made quicklyage and frequency of typical 60 50 hertz enginedriven or major components will rub and cause major described in this manual are approximately as to the run first with noload applied then at half the o Examine the control box at periodic intervals to capacity and finally loaded to its full capacity as cracks from engine and generator vibration If cracks inindicated on the generators data plate the box are seen engine vibration may be severeThe output voltage should be checked periodically to ensure requiring bracing in the box for additional strength toproper operation of the generating plant and the appliances it resist GENERATOR A complete and illustrated text on and servicing the WMD BT and BC generators is furnished in the following pages Engines Generators 88 WMD as well The housing with field coils is heavy Once the housing has cleared the armature shaft it should be supThe WMD model generator is a selfexciting and selfregu ported and slowly drawn over the armature Try not tolating brush style generator requiring only a driving force to drag it over the voltage It is four lead reconnectable for 115 volts or115230 volts and has a four pole revolving armature with INSPECTIONno DC brushes or commutator It has a solid state bridge rec 1 Inspect the bearing and replace as needed If the unit istifier in the exciter circuit AC slip rings a dripproof con going through a major overhaul bearing replacement isstruction and a single bearing design Voltage regulation is recommended7 noload to fullload and frequency regulation is 34 2 Check the field coils resistance values Remove the fieldhertz noload to fullload It is in insulation class F as coils from the housing Note and mark each field coilsdefined by MEMA MGI165 and its temperature rise is position in the housing Do not mix them up Each coil haswithin MEMA MGI2240 definition when operating at full a different part number and a specific position in the housload Its blower fan is direct connected to ing Incorrect assembly will cause low voltage outputthe armature shaft for cooling Capacitors across the hot legand neutral minimize radio interference within the limits of 3 Unbolt the armature from the flywheel Test the armaturemost commercial and civilian applications The armature is with an ohmmeter Clean the slip rings and polish using abalanced laminated steel double dipped and baked The field crocus clothring is thick hot rolled steel with a welded bearing supportbracket machined as an assembly for precise bearing align REASSEMBLY Reassemble in reverse orderment The rear carrier bearing is prelubricated double sealedwith an antirotation lock NOTE When assembling the housing onto the generator arma ture be sure to properly align the antislip groove in the bear WMD GENERATOR SPECIFICATIONS 347 amp at 115 VAC ing with the hole in the housing and install a new lock pin WMD44 115 VAC WMD 60 115 or 1151230 VAC 257 amp at 230 VAC The fan on the back end plays an important part in moving WMD77 115 or 1151230 VAC 335 amp at 230 VAC WMD BO 115 or 1151230VAC 340 amp at 230 VAC air through the generator for cooling In installations where Frequency 60 Hz Standard 50 Hz available at reduced rating surrounding air is limited outside air should be ducted to the RPM 180060 Hz 15050 Hz area of the screened endbell inlet to provide this needed air VOLTAGE Normal 115 VAC 230VAC Maximum no load 132 VAC 264 VAC for cooling and combustion as well Minimum full load 108 VAC 216 VAC The security of the generator fan hold down nut should be Excitation Voltage 115 VAC output voltage supplied to rectifier Field Excitation Voltage 190 VDC approximate checked at installation commissioning at the initial 50hour servicing of the generator unit and periodically 200300 hours The cooling fan securing nut should be tight enough so that when force is applied to rotate the fan by1 Lift and support the back end of the engine so that the pushing on the outer edge and blades with the palm of your generator is not resting on its isolators hand protect the hand with a cloth or a glove you should2 Remove the generator endbell cover This exposes the fan be able to tum the generator and engine without the fan slip and brush rig assembly Remove the fan assembly with ping on the shaft If properly torqued and the fan still slips its hardware replace the lockwashers3 Remove the brush rig assembly This can be done in two Recirculation of generator cooling air through the generator half assemblies Unbolt the two halfmoon assemblies must be avoided The generator compartment ventilation from the frame attachment and lift the two halves away must be sufficient to prevent generator air recirculation from the slip rings Mark the polarity of the two leads on Insure that the screened endbell inlet and the screened dis the bridge rectifier that go to the field coils and unplug charge slots at the flywheel are not obstructed preventing these from the bridge rectifier The two halfmoon brush good air circulation through the generator while it is running assemblies can be removed from the generator by remov ing the heavy output leads GI G2 G3 and G4 from their attachment point on each brush holder Make a rough OUTSIDE MAR QFAN 1 ti sketch as to where each of these leads attaches on each assembly half There are 8 leads that are paired in the control panel to provide four reconnectable leads Inspect and replace components in the brush rig as needed Do IE not totally disassemble as this is not needed NUT FLAT WASHER STARWASHER4 Remove the control panel from the top of the generator housing Mark all leads as needed for proper assembly5 Unbolt the generator housing from the bellhousing A puller may be needed at the bearing end to assist in pulling the housing with or without the bearing off the armature Some gentle prying at the bell housing end will be needed Engines Generators 89 WMD GENERATOR ELECTRICAL OUTPUT 5 If no voltage is produced check the static capacitors that it is not shorted to ground If one is found faulty1 Remove the load from the generator and verify no output remove the connection from the output terminal at the directly at the generator output leads with a voltmeter brush rig and repeat Step 32 Check for proper electrical connections Refer to the INTERNAL WIRING DIAGRAMS FLASH FIELD COILS NOTE The generator armature slip rings and brush rigs 1 Units may lose their residual magnetism from extended are numbered from inboard at the windings or flywheel storage or rough handling during installation or disas end outward toward the rear support bearing sembly and assembly for installation etc requiring the field coils to be excited with 6 to 12 volts DC to restore the magnetism to the generator This is done in the fol lowing manner Stop the engine and remove the generator endbell Cover This will expose the cooling fan brush rig assembly anq rectifier Check internal wiring see diagram The posi tive lead from the field coils is connected to the posi tive marked terminal on the rectifier and the negative lead from the field coils is connected to the opposite unmarked terminal on the rectifier Using jumper leads with insulated alligator clips connect 6 to 12 volts DC battery positive to the positive of the rectifier arid nega tive to the unmarked terminal of the rectifier for approxi mately 10 seconds This should restore magnetism to the3 For a residual voltage check disconnect the field leads stationary field coils from the bridge rectifier Note the position of the leads on the rectifier to and to Operate the genera tor and check the AC output no load on generator A CAUTION Be careful not to connect DC voltage to the AC terminals on the rectifier as this will dam Measure the voltage between the neutral lead and the hot leads 3 and 4 wire unit 25 volts AC each hot lead age the rectifier to neutral approximate If the residual voltage checks OK you can assume the Remove the alligator clip connections replace the end rotating armature and brush rig are OK The generators bell cover and operate the generator and check AC output problem lies in the rectifier andor the field coils voltage If residual voltage is not present Check the brush rig and the static capacitors Check the rotating armature resis i23Ovi tance values and the continuity check found under Flash Field Coils 5 VOLTS AC 25 VOLTS AC 25 VOLTS AC INTERNAL WIRING DIAGRAM BASIC 4 WIRE 612 Volt DC Battery HOT NEUTRAL HOT NEUTRAL HOT 2 WIRE UNIT 3 4 WIRE UNITS4 Test the operation of the generator by bypassing the bridge rectifier Apply 12 volts DC to the field leads on the bridge rectifier to and to Run the gen Annature erator noload Measure the voltage output at the gener ator leads Generator output with 12 volts DC excitation to the field coils should be 50 to 70 volts AC If 50 to 70 volts AC is produced this should indicate that the gener ator is OK and that the bridge rectifier is defective Engines Generators 90 WMD GENERATOR Check for a short or open in the rotating armature or in the stationary field coils ROTATING ARMATURE RESISTANCE VALUES WMD 44 2WIRE 1 OHM OR LESS SLIP RING TO SLIP RING WMD 44 3WIRE 1 OHM OR LESS BETWEEN SLIP RINGS 1 3 WMD 60 77 80 1 OHM OR LESS BETWEEN SLIP RINGS 1 3 AND 2 4 NOTE 4wire units there should be no continuity found between slip rings 12 23 and 34 If continuity is found an internal short exists between these windings and the armature should be replaced NOTE There should be no continuity found between any of the slip rings and the armatures central steel shaft If j I continuity is found the windings are shorted to the shaft and the armature should be replaced Rotating armature slip rings are numbered from inboard of the generator flywheel end outward to the rear support II f i bearing When referring to 2 3 and 4wire units these are the number of generator output leads being connected to the load You will find on the WMD models that there are 3 to 4 leads coming from the brush rig These are I combined to produce the voltage output wanted see the RAIL RAIL WMD wiring diagrams in this section The number of wires can also be related to the number of slip rings on 912 VOLT the rotating armature BATTERY DCREPLACEMENT OF FIELD COILS1 Field coils are connected in series and the resistance TESTING THE FIELD COILS value given in this text is the total of the four field coils To determine the resistance value of one divide by four b Using a 3inch iron bolt or its equivalent place this Each field coil has a mounting position on the generator bolt between each adjoining field coilshoes It should housing and cannot be interchanged with another field be held in place by the magnetic attraction set up coil between the coilshoes by the 912 volts excitation of the field coils Should this fail to happen between any When installing a replacement field coils the installer of the four adjoining coilsshoes then an incorrect coil must ensure that the coil is correct for the mounting posi is installed and must be removed and the correct one tion in the housing and will have the correct polarity installed otherwise the generator when assembled when excited with 912 volts DC will not produce proper voltage The field coil shoes that hold the coil securely to the generator housing are held in place by bolts that must be LOW VOLTAGE OUTPUT properly tightened when the coil and shoe are installed to 1 Verify the voltage output at the generator output leads the generator housing When connecting the coils in with load applied to the generator cJteck the noload con series ensure the butt connections are good and secure dition also Check the voltage at the load Check the rat and positioned away froni rotating parts ing for the generator and verify the load with an amp To ensure the field coils have been positioned properly in probe at the output leads Check all connections to ensure the generator housing and will have the correct polarity they are clean and secure Ensure that the wire size carry the following test must be made before reassembly of the ing the voltage to the load is of sufficient size so as not to generator produce a voltage drop a Connect a 912 volt DC battery to the leads off the NOTE Beware of motor starting loads and the amperage coils that would normally be connected to the and draw placed on the generator from these types of loads connectors of the bridge rectifier These leads are Generally the amperage draw of a motor at startup will unmarked and the polarity in their connection to the be 35 times the amperage needed when running DC battery is not important Ensure that the engine noload speed is producing NOTE When removing the leads from the battery and 125132 250264 volts from the generator Lower reconnecting them to the bridge rectifier you should noload voltage can result in low output voltage at rated maintain the same polarity as used in this test plus lead amperage output to on rectifier and negative to unmarked connec tion to rectifier Engines Generators 91 WMD GENERATOR Check the generator with a Hertz meter 5 Insufficient cooling of the generator Ambient air entering NoLoad Hertz 61615 51515 the generator should not exceed 104F 40C Operating NoLoad Voltage 130132 volts generator cold efficiency of the generator decreases as the ambient air NoLoad Voltage 126130 volts generator hot temperature entering the generator endbell increases above 104F Generators in confined areas may require3 Test the Bridge Rectifier The bridge rectifier may be the ducting of cool outside air into the compartment faulty and should be checked as follows directed toward the inlet at the generator endbell The field excitation rectifier is a fullwave bridge rectifi 6 Check the condition of the brushes for wear and contact er This type of rectifier has four terminals two AC a with the slip rings on the armature Ensure that the brush DC positive and a DC negative The rectifier is tested in es are not sticking in the holders the following manner Connect one ohmmeter lead to the positive DC terminal and the other lead to each of the 7 Condenser Testing Condensers are built into the genera AC terminals in turn A high or low resistance reading tor circuit to minimize radio interference during opera will be obtained Reverse the meter leads and an oppo tion If a condenser shorts out it shorts the generator out site reading sliould be observed Now check from the put To determine whether a condenser is shorted stop negative terminal to each of the AC terminals using the the generator disconnect the lead wire from the brush same procedures as above Check each terminal to the holder tq which the condenser is connected start the gen case and no resistance reading should be observed erator and check the output If the generator then pro vides power the condenser was at fault and should be If a batterypowered test light is used follow the proce replaced If the generator did not provide power after the dures described above If the rectifier is good the light lead wire was disconnected the problem was not caused will come on in one direction only by that condenser Reconnect the lead wire If the rectifier fails any of the above tests it should be NOTE There should be no continuity found between the considered defective and replaced lead end from the condenser and the metal case of the condenser If so the condenser is shorted HIGH VOLTAGE OUTPUT 1 Verify the voltage at the generator output leads NoLoad Voltage 126130 volts generator hot 615620 hertz TESTING THE 2 Check the internal wiring of the generator leads attached BRIDGE RECTIFIER to the brush rig and the leads from the brush rig feeding AC to the bridge rectifier One connection is from a hot brush rig and the other must be from a neutral brush rig SOLENOID WITH THROTTLE LINKAGE The solenoid plunger must move smoothly and rapidly into the solenoid when the solenoid is electrically energized drawing with it the engine throttle arm into the set speed run position Failure of the solenoid plunger to bottom in the solenoid will result in a failed solenoid BLACK d2J TEST LEAD4 Check the field coil resistance as per the following speci fications THRomE FIELD COIL RESISTANCE TOTAL ADJUSTMENT WMD44 325 OHMS 5 LINKAGE WMD60 315 OHMS 5 WMD7780 225 OHMS 5 FUEl SOLENOID Engines Generators 92 WMD GENERATOR Ae INTERNAL WIRING DIAGRAMS 60 Hz2 WIRE 60 Hz 3 WIRE RECONNECTABLE r2il60 Hz 4 WIRE RECONNECTABLE 60 Hz 4 WIRE RECONNECTABLE j 5V i 50 Hz 2 WIRE RECONNECTABLE Engines Generators 93 DC ELECTRICAL SYSTEM WMD GENERATOR WIRING DIAGRAM 24700 StC NOTee wTlENotR AtTEANATOAFUEL SOLENOID PREHEAT SOL ttNOne OPSENDtR 01 L PRESSURe SWITCH SERIES tiS ALTflltNATQR IZVOLT ouP NOTES NERArOR OPERAnoN NorES 011 SjoWNcFS IFSPONSIBILlrr PReHEAr pEPleSS eeHFAr SWITCH rROM 15 TO t0 SOD A S EID OF sWCH NIIO tJG I Ll INrJ1 11ulr 70 srARr OtPRGr BerH PREHAr AND rrA Ptlcrr Tdst IOM rHI 13 eNt W4N ALSO CVERgIluis LeAVINr rH4 AY I Eo S TYPICALLY Dr LOW OIL PRESUG SHUTIXlwf tCUlr 20 To 0 AMP II CIfNJ nl6 tJu DNIDfAL ceANp CICIS SNOUU NOr EXCED 0 SCONDS A SWlrCH WlrH CCNnNuOuJ HtN tGNeAAro trA7TTS ILEASE s rscF7rJej w SAI reU fWlrN OWIY CorINU HClDIN PRGIIIAT Skliol POI A JiEW seCONDS UNTIL OIL PREtUlle ReACJlGS zOSI 5TOP QffP6SS sTop tWIT fII0l me RUOTC CONTROL PANELJ OTHe IfPTES ENERAroR sroPS coplrlY 5ENDeCJNNETTON CONTACT WlrH B MAY tAMAte SENDE 2 EMEeENC1 S1bP SwmH ALI qruHS Ale HOUH ENrINE BLOc 1KJlAVsr reHPEeIlTIIR SOCII FO WIIrlG MOTOROLA OF AiJXILL Y AtrEINAroS SEE rH rtJlIWlNG DIAGtAJiS eus 11232 30 2J AlrERN1rcR 50 B RMfJTE CowrROL PANEL MOrORO 120 AMP 1123 I leece NGVtlie 53 AP ISS 27 SWITCH srop AMMETEi CpnONAL If LECNEtIIIU lOS AMPL IF ADDITIONAL pISruE SWlrcHIS A4 RQD TO S rAIT 25 24 sWI7CH WATELTEMP COMPOSlro ASS NC OAr ACCsSORE LeXIl11 HOSE MlJsrJJRu FfIloM 23 tEO RUN Jullr mE OIL PISSURS MANIfOLD To NIAIi6Y eulKHGAD AND 2 IoIF UN AIL PeSJee sWCHS MOUNTED Ar THE 8ULXII4AD 21 sWIlrH OIL PRo 20 PAWEL lESS 111 APPLY sLASrIC Olf rHT WOllND PJASTItSPJ LtrHICAL I PANEl CO rAPG AROUND CONNECroJS tONNECreD 18 NoTuUD UPPAESSIO 17 NOrUS60 CAurtON e r H I S PRODcJT IS forCreD yo MAIUAL RESEr 4KtrK 10CArDAR THE srArGI AND AoS lOSS 5 14 g1L9 AS POSIBLE i I EXCESSIVe CIJRrENr De 1IL8 IN 1714 INsrrUHENr PANll tJJCINC pg me Wltl tAS6 rH aGAIiI rp TriP IN THiJ elewr 2 I MOtr ti1d MODe f WIll sfIIr MINAl aGCAUSE rH OeIJSD I 1lK DI cONNtcrs H IK S PPl IIelPEEoe If 6VILDEf OWN2 Musr BE luge THAr THtZ blsrJUMENr PANl 10 TAli EP GIIEATOIl WIIINt ItND eN6IN Je JNSrALLlD TO 1VNr CCrirACr 8 HtlgNeSS NtINe fJtTWeeN cleCTtAL DVlcr AND SALT Wr6lZ EMove JUMPER WII IGMOre CCNrqOI PANEL IS USED 7 5 HARNeS P1lNE SWire VOITMGrE12 srARr D Mosr STArE l WOlD PRo W ApS SWITcH PReHEAT 3 OIL PRlisse GAUGE THIS COWDucrOR U r 8E NO EArGI 12 TEMP couGe SrAtVDAeD srARr S WTCII TO AN ReMOr HCCJetwETEe 3rNOARD 3FARreN SWI CJI IF TtllS caul I coNcucroliS TtItN A 1IAY AY s DOED TO CONT ITEM PART NO OEseR PTION QTY ASS OPnON OrENOIO ITSEtP Engines Generators 94 DC ELECTRICAL SYSTEM WMD GENERATOR WIRING SCHEMATIC 24700 r 4 I 1 1 I I I PREHEAT I I I 0 LlJ I 1 I I I I IZVDC BATTERY BATTERY RETURN r 1 I 11fll1 I I I Erl 1 I tJ I I START I I I PREHEATER LL J I I I M r IE STOP I I I I LfJ I I I 10 I L I I I L li I I I I I I IIZOAMP CB I I I I L I L r 1 PANEl PREHEAT 501 I I I I L vtI II I 0 1 PREHEAT START SOl I I I I I L r FUEl 501 I I I START I I I L 1 L I I 1 GH1j I EENOTEH LJ Httt FUEl IIFT PUMP L L 1 I I STOP J I ElCH TEMP SW I OP GAGE I I L wC OP SENDER ttO tt WT SENDER Engines Generators 95 80 BTD A circuit breaker is installed on all current WESTERBEKE generators This circuit breaker will automatically disconnectThis generator is a brushless selfexcited generator which generator power in case of an electrical overload The only the driving force of the engine to produce AC breaker can be manually shut off when servicing the generaoutput The copper and laminated iron in the exciter stator are tor to insure that no power is coming into the for the selfexciting feature of this generator Themagnetic field creates an field which rotates NOTE This circuit breaker is available as a the windings of the main stator inducing AC voltage addon kit for earlier model generators contact yourwhich is supplied to a load A transformer is connected in WESTERBEKE DEALERparallel to the AC output of the main stator An AC voltage isproduced in the auxiliary windings of the transformer andmain stator and is in tum supplied to a fullwave bridge rectifier The rectifier produces a DC voltage to further excitethe exciter stator windings enabling the generator to producea rated AC output as the generator speed reaches its set hertzrpmAn optional solidstate voltage regulator is available to workin tandem with the transformer regulator to produce a morestable AC output CIRCUIT BREAKER AND CONNECTIONS CIRCUIT BT GENERATOR RIVE OPTIONAL PTO INSTALLATION Engines Generators 96 80 BTD GENERATOR guide will give you insights into prob NOTE Do not always rely on the vessels instruments forlems which may be encountered with the WESTERBEKE accurate readings bring your own instruments for testing80 BID brushless transformer regulated generator Most Before attempting any repairs get as clear an explanation ofpotential problems are covered in the text of this guide the problem as possible preferably from an individual witOwing to the simplicity of the equipment and controls thIS nessing the problem In some cases this may bring to light is relatively easy once the relationship problem which is related to the method of operation ratherbetween cause and effect is understood than an equipment faultKeep in mind that a basic fundamental knowledge of elec Bring basic repair parts with you on the initial trip to thetricity is required for this and always problem equipment such as a regulator board when that lethal voltages are present in the circuitry diodes and a bridge rectifier so that if the problem should betherefore extreme caution is essential when working on or found in one of these easily replaceable parts the a generator can be remedied early and a few basic tools are necessary for diagnosis and repair The internal and external wiring diagrams are important toolsThese are hand tools an amp probe and a quality volt ohm in this generator or any generator model Bemeter capable of reading less than one ohm due to the preci sure to have both with you and be sure they are for the spesion required in reading component winding resistances cific model you will be working on r r I c I I D I I I 6 5 AC A 9 T 10 E 3 R 2 M 7 I 8 N BLACK WHrrE A GREEN WHrrE L 8 L YELLOW WHITE 0 Q C Ft G w K L VEUOW WHITE A VR BLUE WHITE BLUE WHITE S BLACK WHITE PLUG T U 0 RED WHITE r J 0 KJ F2 G GREEN WHITE it VEL LOW WHITE BLACK WHITE AVR PLUG 80 BTD INTERNAL WIRING SCHEMATICA EXCITER STATOR WINDINGS 1 2 D COMPOUND TRANSFORMER F1 Exciter Stator Windings 1 Compound Transformer Windings Selector in COMP position 2 Compound Transformer Windings F2 Exciter Stator Windings 3 Compound Transformer Auxiliary Selector in Electronic WindingsB EXCITER ROTOR F SELECTOR SWITCH 1 Auxiliary Windings abc 1 Compound 2 Diodes 6 2 Electronic and Compound 3 Rotating Field Windings G BRIDGE RECTIFIER 4 PoziResistor AVR Automatic Voltage Regulator Plug 12 prongC MAIN STATOR 1 Main Stator Windings 2 Main Stator Windings 3 Main Stator Auxiliary Windings Engines Generators 97 80 BTD GENERATOR r AC r I C I 6 TO E 5 R i 9 1 AooB 1 M I 4 3 N iI I I I r3 2 i 7 t 8 A L B I L I I 2 I I I 3 7P I o L J I 3 I WHTBLK C I K L J 11 CI L2llI J G o I I Z C II WHT IGREEN S T ORANGE AC BLACK U D KI AC GREEN YELLOW 80 BTD INTERNAl WIRING SCHEMATIC WITH VOLTAGE REGULATOR CIRCUIT REMOVEDA EXCITER STATOR WINDING D COMPOUND TRANSFORMER Resistance Value 100 Ohms 1 Compound Transformer WindingsB EXCITER ROTOR FIELD 2 Compound Transformer Windings 1 Auxiliary Windings abc 3 Compound Transformer Auxiliary 2 Diodes 6 Windings 3 Rotating Field Windings G BRIDGE RECTIFIER 4 PoziResistorC MAIN STATOR The removal of the voltage regulator circuit simplifies the 1 Main Stator Windings wiring circuitry in the 12 stud BT generators exciter circuit 2 Main Stator Windings Resistance readings and voltage checks can be easily gotten 3 Main Stator Auxiliary Windings for the components in the exciter circuit A G C3 and D3 by locating the colorcoded wires at the connection points shown on the above schematic When checking winding resistance value be sure to lftboth of the components electrical connections J BATTERY f DC RED CONNECTION NOTE KEEP EXCITER CIRCUIT POLARITY CORRECT DC TO LED AND DC TO THE CASE GROUND EXCITING THE GENERATOR WITH 12 VDC Engines Generators 98 80 BTD GENERATOR The amount of noload voltage produced by the generator The fault lies in one or more of the following components in can be an indicator of where in the generator the the exciter circuit problemfault may lie A Exciter Stator A1 A2 Residual Voltage 1822 voltsAC This voltage is theAC B Bridge Rectifier G voltage produced by the generator from magnetism in the exciter stator field This voltage is measured between the C Selector Switch F neutral and hot legs with no load on the generator with D Main Stator Auxiliary Windings C3 it running at its rated rpm E Compound Transformer Auxiliary Winding D3 The presence of residual voltage is an indication that the 2 Twelve 12 volt DC excitation of the exciter stator wind following generator components are OK ings should cause the generator to produce between 1 Exciter Rotor B1 B2 125135 volts AC between each hot lead and the neutral 2 Rotating Field B3 Twelve volts DC is applied between the lifted and leads of the bridge rectifier to and to 3 Main Stator C1 C2 Correct voltage produced with twelve volts DC excitation 4 Compound Transformer D1 D2 indicates the fault is in one or more of the above listed components B D or E If the generator does not produce 125135 volts AC then include A and C NOTE The following is a list of faults with the generator operation on compound COMP transformer regulation no A lIR installed FAULT CAUSE CORRECTION Correct voltage at NIL and loss of voltage 1 Selector switch in wrong position 1 Place selector switch in COMP position as load is applied No loss of engine speed and hertz High voltage at NIL 125 135 volts with 1 Generators engine speed rpm high at NIL 1 Check NIL speed and adjust NIL voltage correct voltage when loaded 115 120 volts High voltage at NIL and Fl 1 Generators engine speed rpm is too high 1 Check NIL rpm and adjust NIL voltage 2 Short in compound transformer auxiliary 2 Check continuity and connections of 03 windings windings 03 low voltage at NIL 0 5 volts with 1 Main stator windings shorted C1 C2 1 Check continuity and resistance values of C1 C2 windings growling noise from generator and loss of and connections engine speed when load is applied Generator does not excite voltage is 1 Generators engine speed rpm is slow 1 Adjust the engines speed and adjust NIL voltage ovolts at NIl 2 Short in the main stator windings or 2 Check main stator and transformer winding resistances in transfomer Artificially excite the generator and note the results 3 Shorted posiresistor 3 Check resistor low voltage at NIL when load is applied 1 Oiodess in rotating exciter B2 1 Check B1 and B2 in rotating exciter voltage drops 2 Bridge rectifier defective 2 Follow test procedure for bridge rectifier 3 Auxiliary windings B1 shorted 3 Check the continuity and resistance values 4 Auxiliary windings 03 andlor C3 open 4 Check the continuity and resistance values of windings and connections low voltage at NIL and FIL 50 70 volts 1 Exciter stator windings A1 and A2 are 1 Check continuity and resistance values of A1 and A2 windings open 2 Generators engine speed rpm is low 2 Check generator NIL rpm and adjust NIL voltage Voltage correct at NIL but not at Fll 1 Generator overload 1 Check data plate and monitor load on generator with with loss of engine rpm hertz ampprobe 2 low power factor load motor loads 2 Check type of load applied Consider use of optional regulator board Unstable voltage 1 Engines rpm fluctuating 1 Check engine operation and fuel system continued Engines Generators 99 80 BTD GENERATOR following is a list of faults with the generator operating on electronic ELEC regulation Selector switch is in the ELEC position with an AVR installed FAULT CAUSE correct at NIL and loss of voltage 1 Diode in exciter rotor B2 shorted 1 Check diodes see EXCITER ROTORat FILHigh voltage at NIL with no adjustment 1 Regulator board defective 1 Replace regulator board Adjust NIL voltage with regulator potentiometer then switch to ELEC and adjust with AVR voltage at NIL and FIL No adjustment 1 Regulator board defective 1 Replace regulator board and adjust voltage as abovefrom regulator board potentiometer 2 Exciter stator winding A1 open 2 Check resistance values of C3 and 03 windings and their connectionsLow voltage at NIL 0 50 volts with 1 Main stator windings shorted C1 C2 1 Check continuity and resistance values of C1 and C2growing noise from generator and loss windings and their connectionsof engine speed when load is does not excite 0 volts at NIL 1 Diodes in exciter rotor shorted B2 1 Check diodes in exciter rotor see EXCITER ROTOR 2 Generators speed is low 2 Check the engines speed hertzLow voltage at NIL and voltage drops 1 Diodes in exciter rotor shorted B2 1 Check diodes in exciter rotor see EXCITER ROTORfurther as a load is applied 2 Auxiliary windings in exciter rotor 2 Check resistance values and continuity to ground shorted B1Voltage OK at NIL and low at FL 1 Auxiliary windings in the exciter rotor 1 Check resistance values and continuity to ground B1 shorted 2 Exciter stator winding A2 is open 2 Check continuity and connection of windings 3 Auxiliary winding 03 or C3 open 3 Check continuity and connection of windingVoltage unstable 1 Defective regulator board 1 Check stability of DC voltage from regulator to exciter stator windings Operate unit on COMPo Replace regulator board 2 Engine is hunting 2 Check engine operation and fuel system 3 Electrical connections 3 Check for clean and secure RECTIFIER 2 3 and 5 No deflection of the needle should occur showing no continuityThe bridge rectifier is supplied AC voltage from the in the generator stator C3 and the compound 3 Remove the lead from point 4 and connect the transformer 03 The AC voltage measured across the AC lead to point 4 and with the lead of the rectifier during engine operation is as follows touch points 1 2 and 3 The needle of the meter should deflect showing a passage of meter voltage 120 Volts 120240 through the diodes in the rectifier NL FL NIL FL 4 Touch point 5 with the lead No deflection of the 1121 voltsAC 1121 voltsAC needle should occurDiodes in the rectifier convert this AC voltage to DC and S Place the lead of the meter on point 1 and the onsupply it to the windings Al and A2 of the exciter stator point 3 No deflection of the needle should occurto induce a field through which the exciter rotor revolves infinite resistance Reverse the connections and theThe DC voltage measured across the and terminals of same should occurthe bridge rectifier during engine operation is as follows Should the rectifier fail any of the above tests it is defective 120 Volts 120240 and should be replaced NLFL NLFL Resistance values at 70F 21C Simpson Meter 260 817 volts AC 817 volts AC ModelFailure of the bridge rectifier will result in no strong fieldbeing produced by the exciter stator windings A weak fieldis present due to the magnetism in the exciter stator whichwill cause the generator to produce residual voltage as discussed earlierTesting the Bridge Rectifier for Faultswith an Ohmmeter1 Set the ohmmeter scale on RXI DC Zero the meter2 Connect the lead from the meter to point 4 With the lead from the meter momentarily contact points 1 Engines Generators 100 80 BTD GENERATOR STATOR WINDINGS1 A Windings 1 2 Exciter windings A 1 2 Compound Fl 8590 ohm Reading taken between positive and negative leads lifted off the bridge rectifier with the seleector switch in the COMP position Either of the two leads should have no continuity to the caseground2 A Winding 1 Exciter windings AI ElecF2 300305 ohm Selector switch in the ELEC position with read ings taken between the yellow white and black whitestriped wire leads at the regulator plug3 A Winding 2 Exciter windings AI ElecF2 125130 ohm Reading taken between positive and negative leads lifted off the bridge rectifier D I I 1IIIiI l AC B T A E I r a a I I I 3 R 111 1 j M 11 i I 4 2 7 I 1 2 1 2 b I I I I 7 I I 8 N A I I I I I I C BlACK WHrTE I L VELtOWr1 GREEN WHITE no 1 z e e x AEDWIlITE BLACK I 3 I cl111 I 2 RED WHITE 3 I B Ee oJ II L o J YELLJoN WHITE LX e 1 c C 1 G GREEtU WHilE K F1 K T YEL10W WHITE AVA BlUE WHITE BLUE WHITE s BLACK WHITE pLUG T U D AEDfHITE I F2 G GREEN WHITE M YELLOW WHITE BLACK WHITE AVA PLUG Terminal Block 12 Stud Showing Electrical Connections from Generator Engines Generators 101 80 BTD GENERATOR ROTOR When leads are put across the diode as illustrated voltage passes through the diode allowing the headlight to glow1 Auxiliary windings 1012 ohm Readings taken brightly between each pair of windings ab bc ca Winding HIGH BEAM 12 VOLT BULB connections can be left soldered at their connection GLOWS BRIGHT points If the readings are believed to be incorrect unsol der the connections and recheck for resistance readings2 Diodes Six diodes are mounted on the exciter rotor they rectify the AC voltage produced by the three groups of auxiliary windings to DC voltages and supply this DC voltage to the rotating field windings RESISTANCE VALUE 11 OHMS THROUGH THE DIODE INFINITE BLOCKING RESISTANCE Reverse the leads across the diode The diode should block II voltage passing through it and the headlight should not glow or it may glow faintly INFINITE HIGH BEAM 12 VOLT BULB DOES NOT GLOWIS VERY FAINTThe diodes can be easily checked in place with the use of acommon automotive 12volt high beam headlight bulb somejumper leads and the generators 12 volt starting battery seethe next pageA short or an open in a diode can easily be found with theabove without having to unsolder and isolate each diode tocheck it with an ohmmeterNOTE Attempting to check diodes in place with an ohmmeterwill give erroneous readings on the diodes due to the auxiliary windings connections a Should the bulb not glow with leads connected in both directions the diode is open internally Red While b Should the bulb glow bright with the leads connected in both directions the diode is shorted internally In both a and b above the diode should be replaced Check the resistance values of the rotating field windings and the integrity of the posiresistor connected between the field windings 3 Rotating Field Windings 7080 ohms Readings taken between the two red and white wires connected to the and terminals of the exciter rotor as shown in the illustration NOTE These terminals are not marked and there should be no continuity to the rotors shaft 4 Posiresistor Infinite readings between both yellow leads lifted from terminals and on the exciter rotor NOTE A shorted posiresistor will destroy the rotating field and cause theAC output voltage to drop to zero EXCITER ROTOR Engines Generators 102 80 BTD GENERATOR STATOR WINDINGS b Serial 1041 and up A terminal strip was added to this circuit located just below the1 2 Main stator windings 2022 ohm AC terminal block at the lower left Isolate the three1 Group 1 Measured between lead 6 at the AC terminal numbered 1 2 and 3 red whitestriped wires block and lead 4 at the junction block Lift both leads coming onto each of the three terminals Lift the black along with lead 5 at the terminal block to totally isolate white and green white leads off their connections group 1 on the AC terminal block Measure the resistance2 Group 2 Measured between lead 3 at the AC terminal value between the 1 red white lead lifted from the block and lead 1 arthe junction block Lift both leads terminal strip and the black white lead lifted from along with lead 2 at the terminal block to totally isolate the AC terminal block group 2 RED RED RED NOTE The junctipn block for connections 4 and 1 from WHITE WHITE WHITE the main stator windings and to the transformer windings is found just below and to the left of the compound 3 transformer MAX MID LOW3 Main Stator Auxiliary Windings 1518 ohm Measured between the double leads on the AC terminal of the bridge rectifier unplugged from the rectifier and 000 the double lead central prong connection of the regulator plug No continuity should be found between either of these RED three winding groups or to the generators case WHITE TERMINAL STRIPCOMPOUND TRANSFORMER1 2 Compound Transformer Windings 019021 ohm NOTE The addition of the terminal strip1 Group 1 Measured between lead 10 at the AC terminal is for the increase or decrease offullload voltage output block and lead 4 at the junction box Lift both leads Should fullload voltage fall below J08 volts selecting a along with lead 9 at the terminal block higher number terminal strip lead to connect the lead2 Group 2 Measured between lead 8 at the AC terminal red white that is routed to the regulator plug and the block and lead 1 at the junction box Lift both leads exciter circuit will supply a higher AC voltage to the along with lead 7 at the terminal block exciter circuit during fullload conditions bringing the output voltage of the generator up3 Transformer Auxiliary Windings 4045 ohm Noload voltage should be properly adjusted by shim a Serial 10011040 These very early models trans ming the compound transfomer 121124 volts at former auxiliary windings resistance value is mea 615620 hertz Note that the above should not be used sured between the black and white wire lifted from as a means of compensating for incorrectly adjusting the the AC terminal block and the red and whitestriped generators noload voltage wire at the regulator plug To totally isolate these windings for the above measurement lift also from the AC terminal block the green and whitestriped wire Engines Generators 103 80 BTD GENERATOR SWITCH r SELECTOR SWITCH IN COMPOUND o 0 r o 0 SELECTOR SWITCH IN COMPOUND WITHAVR RED WHITE GREEN WHITE 4 1 SELECTOR SWITCH WIRING YEllDW WHITE BLACK WHITE 5 YEllDW WHITE BLACK WHlTEI 6BRIDGE RECTIFIER WIRING f l RED WHITE RED WHITE t AC t AC 0 0 0 0 0 il AC t AC tl I GENERATORS 1001 TO 1040 GENERATORS 1041 AND UP Engines Generators 104 80 BTD GENERATOR VOLTAGE ADJUSTMENT be accomplished by gently tapping the top of the laminated steel bar to reduce the air gap between theVoltage adjustment is made with the generator regulation existing shims and the transformer corebeing governed by the compound transformer1 The selector switch must be in the COMP position2 Operate the generator and apply a moderate load momen A CAUTION Under no circumstances attempt to tarily and remove it Note the voltage output from the increase the noload lIoltage by increasing the gap generators 120 volt legs 110 volt 50 hertz The no between the laminated steel bar and the transformer load voltage should be between 121124 volts at 61562 core without the use of shims MagnetiC forces hertz 111113 volts at 515 52 hertz created within the transformer during generator NOTE The noload voltage should be adjusted to the volt operation may close the air gap and reduce noload age produced by the generator once started and a momentary load applied to excite the transformer and lIoltage output then removed The voltage produced by the generator after this momentary load is removed is noload voltage 4 To remove the laminated steel bar remove the two upper3 To raise or lower the voltage shims of varying thickness securing bolts from the Compound transformer and lift the nonconductive material are placed or removed from bar from the transformer The addition of shim thickness under the steel laminated bar on tol of the compound will raise the noload voltage and conversely the removal transformer The material used for shimming should not of shim thickness will lower the noload voltage soften at temperatures in the 176F 80C range A small Varying shim thickness by 001 in 0025 mm will reduction in noload voltage 1 at 3 volts can sometimes change the noload voltage by 4 to 6 volts Voltage Adjustment Shim Location NOTE Illustration shows 8 BT with voltage regulator circuit early models Regulator Plug BlueWhitelue White G W ht ellowBlack reen Ie ed White Yellow White Black White Engines Generators 105 80 BTD GENERATOR VOLTAGE REGULATOR Early Models adjusted with the selector in COMP position following procedures for noload voltage adjustmentAn optional solid state voltage regulator board 34410 isavailable for use with the BT generator When this board is 4 With generator noload voltage adjusted to and the regulation switch is moved to the ELEC volts move the selector switch into the ELEC the regulator works together with the standard com Adjust the regulator board potentiometer to set noloadpound transformer regulator to regulate generator voltage voltage at 120 volts 61562 hertz 110 volts 51552output Refer to the wiring diagram hertz Generator voltage output should be within t5 from noload to fullrated generator The regulator is mounted using existing tapped holes in NOTE 1 The frame ground wire must be moved when the generator case Use two 2 M4 x 07 mm screws changing from 110 volts 50 hertz to 110220 volts 50 each 15 mm long with lockwashers to mount the regula hertz For making connections to the A C terminal block tor board use terminal ends for 10 studs that will accept 6 multi strand wire when the generator is wired for J 20 volts or2 Plug the 6prong generator plug into the receptacle on the use 8 when the generator is wired for J 20240 volts regulator board Use an approved cable clamp to protect and secure the NOTE The plug is shaped so it will only engage in the wire from chafing where it exits the generator housing regulators receptacle in one direction Check this and NOTE 2 The neutral and frame ground which are insert correctly normally combined can be separated for those systems3 Before moving the selector switch to ELEC make sure requiring a separate neutral from common ground The the noload voltage produced by the generator is properly generators frame must be connected to the vessels common ground for safety reasons 120V60Hz 120240V 60Hz 0 TO FRAME III o o o o o o o N L1 110V50Hz 220V50Hz 110220V 50Hz aD 0 ao 0 aD 0 0 0 0 0 0 0 0 TO FRAME 0 ao 0 N TO FRAME Iljrr L1 a N N L1 AC VOLTAGE CONNECTIONS Engines Generators 106 80 BTD GENERATOR FREQUENCY Manual Check1 Frequency is a direct result of speed Check the operation and bottoming of the fuel solenoid 1800 rpm 60 hertz 1500 rpm 50 hertz plunger by manually doing the following2 To change generator frequency follow these steps a Connect an ohmmeter across the positive terminal a Connect the AC output leads to the AC terminal and vacant auxiliary terminal of the back of the fuel block following the illustrations under 4 above solenoid see illustration b Adjust the engines speed to obtain the frequency b With the fuel solenoid in the STOP position 01 corresponding to the voltage selected ohms resistance should be found across these two terminals c Adjust the noload voltage if it is needd by the compound transformer c Manually moving the throttle arm into the RUN position and bottoming the fuel solenoid plunger a d Load the generator to the new amperage rating and resistance of about 1530 ohms should register on the reposition the loaded voltage tap to position X Y or Z meter indicating that the plunger has bottomed as needed to maintain exceptable voltage output at full against the internal switch deenergizing the pull of rated amperage output the windings NOTE Volts x Amperage Watts Failure to manually make sure that the fuel solenoidEngine speed is increased or decreased by adjusting the operates as described above will result in the failure oflength of the linkage between the throttle arm and the the solenoid when operated electrically The fuelsolenoid plunger with the plunger completely bottomed in solenoid may fail within 30 seconds if the plungerthe solenoid does not bottom when electrically energized AUXILIARY TERMINAL THROmE INTERNAL NC SWITCH I ADJUSTMENT I l LINKAGE OHMMmR FUEL SOLENOID Electrical Check When operated electrically by use of the PREHEAT switch on the instrument panel the fuel solenoid plunger should move smoothly and rapidly into the solenoid with no binding A CAUTION Failure of the solenoid plunger to or hesitation drawing the throttle arm into the RUN position with the plunger bottoming in the solenoid bottom in the solenoid will result in a failed solenoid Slow or hesitant movement of the solenoid plunger into the solenoid when energized can be the result of linkage bindingTo avoid failure of the solenoid make sure the solenoid misalignment andor a possible voltage loss at the bottoms in the solenoid Check the solenoids opera Remove startstop panels when wired into the generatortion at the initial startup Periodically lubricating the linkage panel with inadequate wire size for the distance run canjoints between the solenoids plunger and the throttle arm produce this effect Check the voltage at the solenoids posiwill eliminate binding tive terminalNOTE The solenoid plunger must move smoothly and rapidly With the solenoid operating properly when energized by theinto the solenoid when the solenoid is electrically energized PREHEAT switch the generator can then be started and thedrawing the engines throttle arm into the SET SPEEDRUN linkage adjusted so the engines speed will have the producing the correct noload voltage and hertz The linkage can then be secured Engines Generators 107 80 BTD GENERATOR WINDING CONNECTIONSN11 L1 50Hz 6 5 4 4 9 10N 11 L1 50Hz 6 5 4 4 9 10 120V 60 Hz 240V 60 Hz Winding Connection to Obtain the Voltage and Related Frequency Engines Generators 108 100 BTD A circuit breaker is installed on all current WESTERBEKE generators This circuit breaker will automatically disconnectThis generator is a brushless selfexcited generator which generator power in case of an electrical overload The only the driving force of the engine to produce AC breaker can be manually shut off when servicing the generaoutput The copper and laminated iron in the exciter stator are tor to insure that no power is coming into the for the selfexciting feature of this generator Themagnetic field creates an field which rotates NOTE This circuit breaker is available as a the windings of the main stator inducing AC voltage addon kit for earlier model generators contact yourwhich is supplied to a load A transformer is connected in WESTERBEKE DEALERparallel to the AC output of the main stator An AC voltage isproduced in the auxiliary windings of the transformer andmain stator and is in tum supplied to a fullwave bridge rectifier The rectifier produces a DC voltage to further excitethe exciter stator windings enabling the generator to producea rated AC output as the generator speed reaches its set hertzrpmAn optional solidstate voltage regulator is available to workin tandem with the transformer regulator to produce a morestable AC output CIRCUIT BREAKER AND CONNECTIONS DISC PLATE BT GENERATOR Engines Generators 109 100 BTD GENERATOR NOTE Do not always rely on the vessels instruments for accurate readings bring your own instruments for testing Before attempting any repairs get as clear an explanation of the problem as possible preferably from an individual wit nessing the problem In some cases this may bring to light a problem which is related to the method of operation rather than an equipment fault Bring basic repair parts with you on the initial trip to the problem equipment such as a regulator board when installed diodes and a bridge rectifier so that if the problem should be found in one of these easily replaceable parts the problem can be remedied early and efficiently The internal and external wiring diagrams are important guides in this generator or any generator model Be sure to have both with you and be sure they are for the specific model you will be working on AC TERMINAL BLOCK r 6 2 5 8 5 A I 8 rIIIIOO c b 2 I 2 11 i 1 3 2 7 6 3 7 8 I I I 1 2 1 2 3 I 1 7P I I I I I t 3 J I 3 J z 11111011 RED Ji ffi YELLOW RED trI f REDfKJ AC BLACK RED 5 6 s GREEN N AC g w w F GREEN 3 3 cc cc YELLOW I YELLOW GREEN 8 BLACK I BLACK BLACK BLACK BLUE 1 AVRI BLUE t 60 eye so eye YELLOW PLUG INTERNAL WIRING SCHEMATIC MODEL 100 BTDA EXCITER STATOR WINDINGS I 2 D COMPOUND TRANSFORMER AI and A2 Exciter Stator Windings 1 Compound Transformer Windings Selector in COMP position 2 Compound Transformer WindingsB EXCITER ROTOR 3 Compound Transformer Auxiliary 1 Auxiliary Windings abc Windings with VoltageHertz Connection Bar 2 Diodes 6 E SELECTOR SWITCH 3 Rotating Field Windings FI Compound 4 Poziresistor F2 Electronic and CompoundC MAIN STATOR F BRIDGE RECTIFIER WIRING 1 Main Stator Windings AVR Optional Automatic Voltage Regulator Plug 6 prong 2 Main Stator Windings 3 Main Stator Auxiliary Windings Engines Generators 110 100 BTD GENERATOR NOTE The following is a list of faults with the generator operation on compound COMP transformer regulation no A vR installed FAULT CAUSE CORRECTIONLow Voltage 70 volts at NIL and loss of 1 Selector switch in wrong position 1 Place selector switch in COMP as load is applied no loss of enginespeed and hertzHigh voltage at NIL 125 135 volts with 1 Generators engine speed rpm high at NIL 1 Check NIL speed and adjust NIL voltagecorrect voltage when loaded115 120 vOltsHigh voltage at NIL and FL 1 Generators engine speed rpm high 1 Check NIL rpm and adjust NIL voltage 2 Short in compound transformer auxiliary 2 Check continuity and connections of 03 windings windings 03Low voltage at NIL 0 5 volts with 1 Main stator windings shorted C1 C2 1 Check continuity and resistance values of C1 C2 noise from generator and loss of and connections Excite unit with 12 VDCengine speed when load is applied 2 Compound transformer windings shorted 2 Check continuity and resistance values of 01 02 windings 0102 Excite unit with 12 VDCGenerator does not excite voltage is 1 Generators engine speed rpm is slow 1 Adjust the engines speed and adjust NIL voltageovolts at NIL 2 Short in the main stator windings or 2 Excite the unit with 12 VDC Short will appear as a in transformer load on the engine growling of the generator 3 Failed diodes on exciter rotor 3 Check the diodes on the exciter rotor Four or more failed diodes will terminate the rotating field 4 Shorted poziresistor 4 Visually examine the poziresistor on the exciter rotor The shorted resistor will be bumt This will short out the rotating field Remove and test runLow voltage at NIL 10 20 volts when 1 Diodess in rotating exciter B2 shorted 1 Check B1 and B2 in the rotating exciter as explained inload is applied voltage drops this manual 2 Bridge rectifier defective 2 Follow test procedure for the bridge rectifier 3 Auxiliary windings B1 shorted 3 Check the continuity and resistance values 4 Auxiliary windings 03 andlor C3 open 4 Check the continuity and resistance values of windings and correct at NIL but not at FIL with 1 Selector switch in ELEC position 1 Place selector switch in COMPloss of engine rpm hertz 2 Exciter stator windings A1 and A2 2 Check continuity and resistance values of A2 windings are open 3 Generators engine speed is low 3 Check generator NIL rpm and adjust NIL voltageVoltage correct at NIL but not at FIL with 1 Generator overload 1 Check data plate and monitor load on generator withloss of engine rpm hertz ampprobe 2 Low power factor load motor loads 2 Check type of load applied Consider use of optional regulator boardUnstable voltage 1 Engines rpm fluctuating 1 Check the engine operation and the fuel systemLow voltage at NIL and voltage drops 1 Diodes in exciter rotor shorted B2 1 Check the diodes in the exciter rotor as as a load is applied in this manual 2 Auxiliary windings in exciter rotor shorted 2 Check the resistance values and continuity to ground B2Voltage OK at NIL and low at FIL 1 Auxiliary windings in the exciter rotor 1 Check resistance values and continuity to ground 2 Exciter stator compound windings A2 2 Check continuity and connection of windings is open 3 Auxiliary windings 03 or C3 open 3 Check continuity and connection of unstable 1 Defective regulator board 1 Check stability of DC voltage from regulator to exciter stator windings Operate unit on COMP Replace regulator board 2 Engine is hunting 2 Check engine operation and the fuel system 3 Electrical connections 3 Check for clean and secure connections Engines Generators 111 100 BTD GENERATOR VOLTAGE CHECK failed components that can produce this same novoltage output are the poziresistor in the exciter rotor and 4 or1 Residual Voltage 1014 voltsAC more failed diodes in the exciter rotor NOTE The amount of noload voltage produced by the a Apply 12 volt DC excitation to the exciter stator generator can be an indicator of where in the generator windings as explained in paragraph 2 A fault in the the problemfault may lie main stator andor compound transformer windings This voltage is the AC voltage produced by the generator such as a short will cause the generator engine to load from magnetism in the exciter stator field This voltage is down and the shorted windings to eventually produce measured between the AC neutral and hot legs with no smoke as the excitation is continued load on the generator running at 60 hertz 4 Voltage output greater than residual and less than rated The presence of residual voltage is an indication that the output 25100 volts indicates a fault in the exciter following generator components are OK rotorfield B1 B2 B3 Excitation of the generator as 1 Exciter Rotor B1 a b C B2 explained in paragraph 2 should produce a partial rise in 2 Rotating Field B3 voltage output and when removed the voltage will 3 Main Stator C1 C2 return to the original low output 4 Compound Transformer D1 D2 BRIDGE RECTIFIER The fault lies in one or more of the following compo The bridge rectifier is supplied AC voltage from the auxiliary nents in the exciter circuit windings in the generator stator C3 and the compound A Exciter Stator A1 A2 transformer D3 The AC voltage measured across the AC B Bridge Rectifier G terminals of the rectifier during engine operation is as follows C Selector Switch F D Main Stator Auxiliary Windings C3 120 Volts 120240 E Compound Transformer Auxiliary Winding D3 NL FL NL FL 1020 volts AC 1020 volts AC2 Twelve 12 volts DC excitation of the exciter stator windings should cause the generator to produce between Diodes in the rectifier convert this AC voltage to DC and 140150 volts AC between each hot lead and the neutral supply it to the windings A1 and A2 of the exciter stator Twelve volts DC is applied between the lifted and to induce a field through which the exciter rotor revolves leads of the bridge rectifier to and to The DC voltage measured across the and terminals of Correct voltage produced with twelve volts DC excitation the bridge rectifier during engine operation is as follows indicates the fault is in one or more of the above listed 120 Volts 120240 components B D or E If the generator does not produce 140150 volts AC then include A and C NLFL NLFL 1020 volts AC 1020 volts AC3 The absence of any voltage from the generator indicates a fault with the main stator windings C1 and C2 andor Failure of the bridge rectifier will result in a weak field being the compound transformer windings D1 and D2 Other produced by the exciter stator windings A weak field is pre sent due to the magnetism in the exciter stator which will cause the generator to produce residual voltage J f BATTERY CONNECTION DC J RED BRIDGE RECTIFIER Engines Generators 112 100 BTD GENERATOR the Bridge Rectifier for Faults with NOTE Different stylemodel meters may produce oppositean Ohmmeter results from the above tests1 Set the ohmmeter scale on RX1 DC Zero the meter Should the rectifier fail any of these tests it is defective and should be replaced2 Connect the lead from the meter to point 4 With the lead from the meter momentarily contact points 1 2 3 and 5 No deflection of the needle should occur showing infinite resistance3 Remove the lead from point 4 and connect the lead to point 4 and with the lead momentarily touch points 1 2 and 3 The needle of the meter should deflect showing a passage of meter voltage through the diodes in the rectifier4 Touch point 5 with the lead No deflection of the needle should occurS Place the lead of the meter on point 1 and the on point 3 No deflection of the needle should occur infi nite resistance Reverse the connections and the same POINT5 RECTIFIER should occur MOUNTING HOLE INTERNAL WIRING DIAGRAM NOTE The AC terminal block has studs for 14 inch wire terminal ends Multistrand copper wire should be used and sized for the amperage rating of the generator rl ril ACTERMINAL I I I BLOCK rl I I I 1 111 6 aoo 2 5 8 5 A 1 8 6 7 I Ii 3 2 4 I IIIIIII 7 2 b 3 8 I I 2 12 3 F 1 I I l I 3 1 1 2 3 I 1 I l1 rJ IIIIII RED YELLOW RED I REDYL AC BLACK RED GREEN rr r AC g F 1 w ul GREEN 3 CQ YELLOW I YELLOW GREEN BCK J BLACK BCK i BLACK BLUE 60 eye AVR BLUE PLUG SOeyc YelLOW Engines Generators 113 100 BTD GENERATOR COMPONENT RESISTANCE VALUES NOTE Resistance Values at 7fF 2rC Simson Meter 260 Model A Exciter Stator D Main Stator Auxiliary Windings A1 A2 115 ohm C3 099 ohm A1 494 ohm E Compound Transformer A2 129 ohm D1 0007 ohm B Exciter RotorField D2 0007 ohm B1 105 ohm Transformer Auxiliary Windings B2 87 ohm D3 502ohm C Main Stator C1 0117 ohm COMPONENT RESISTANCE CHECKS C2 0117 ohm Exciter Stator Windings r1 r ACTERMINAL I C I I D BLOCK rl I 6 2 5 i I B 5 A 8 r a a 6 7 1 I I I I 3 I 4 b 11 2 1 1 2 I i 2 7 3 8 1 2 1 2 I I I I I I I 1 I I I I I r I I I I I I I I I 3 2 J 3 I I J no IIII III GREEN RED RED F I GREEN AC i ACg II III BLACK YELlOW RED RED GREEN E w en YEllOW i I YELLOW j t BLACK BLACK i BLACK BLACK BLUE IAVAI BLUE 50cyc YEllOW I PLUG 1A Windings 1 2 A Winding 1 A Winding 2Resistance readings for exciter windings Resistance reading for exciter winding Resistance readings for exciter windingA1 and A2 with the selector switch in A1 with the selector switch in the A2 with selector switch in the ELECthe COMP position are taken between ELEC position is taken between the yel position is taken between the green the positive and negative leads low white striped wire and the black white striped wire lifted off the terlifted off the bridge rectifier G Neither white striped wire at the AVR plug minal of the bridge rectifier G and theof these two leads should have continu red white striped wires lifted off theity to the generator caseground terminal of the bridge rectifier G Engines Generators 114 100 BTD GENERATOR ROTORFIELD The diodes can be easily checked in place with the use of a common automotive 12volt high beam headlight bulb someAuxiliary windings group a b and c Locate the three jumper leads and the generators 12 volt starting points on the exciter rotor for these auxiliary winding groups Position the exciter rotor as shown in the illustra A short or an open in a diode can easily be found with thetion and count off the porcelain knobs from the 12 oclock above without having to unsolder and isolate each diode topoint either left or right to locate terminal points a band c check it with an the resistance value between the pairs of terminal NOTE Attempting to check diodes in place with an ohmmeterpoints A B B C and C A There is no need to will give erroneous readings on the diodes due to the auxilunsolder these connections unless a faulty reading appears If iary windings occurs unsolder and verify the winding fault There When leads are put across the diode as illustrated voltageshould be no continuity found between any of the three passes through the diode allowing the headlight to glowterminal points and the rotor shaftcase ground brightly Red White HIGH BEAM 12 VOLT BULB GLOWS BRIGHT o12 VOLT BATIERY Reverse the leads across the diode The diode should block voltage passing through it and the headlight should not glow or it may glow faintly HIGH BEAM 12 VOLT BULB DOES NOT GLOWIS VERY FAINT EXCITER ROTORRotating Field Windings See the illustration of the exciterrotor The field winding connections are noted as the and connections of the red white striped wires Measure theresistance value with your ohmmeter between these two conneCtion points These connections need not be a faulty reading appears If this occurs unsolder theconnection and verify the resistance reading With these connections lifted there should be no continuity to the rotor a Should the bulb not glow with leads connected in bothshaft This would indicate a short to ground with these field directions the diode is open b Should the bulb glow with leads connected in bothDiodes Six diodes are mounted on the exciter rotor thOey directions the diode is shorted the AC voltage produced by the three groups of auxil In both a and b above the diode should be replacediary windings to DC voltages and supply this DC voltage to Check the resistance values of the rotating field windingsthe rotating field windings and the integrity of the resistors connected between the RESISTANCE VALUE field windings Rotating Field Windings 7O ohm Reading taken 11 OHMS THROUGH THE DIODE INFINITE BLOCKING between the two red white wires connected to the and terminals ofthe exciter rotor as shown in the illustration RESISTANCE Posiresistor Infinite readings between both yellow leads iLlI r lifted from the and terminals on the exciter rotor INFINITE Engines Generators 115 100 BTD GENERATOR STATOR WINDINGS lifted off the AC terminal of the bridge rectifier G and the yellow red striped lead lifted off the VoltageHertz1 Group 1 The resistance value is measured between the Connection Bar There should be no continuity found lifted lead 4 from the red insulated terminal below the between these winding connections and the caseground transformer and lead 6 lifted from the AC terminal as well as the two main stator groups block Also lifted from the AC terminal block is lead 5 so as to totally isolate the stator windings of group 1 NOTE The VoltageHertz Connection Bar is located see illustration below and just to the left of the A C terminal block2 Group 2 The resistance value is measured between the COMPOUND TRANSFORMER lifted lead 1 from the red insulated terminal below the transformer and lead 3 lifted from the AC terminal 1 Group 1 Resistance value is measured between the lift block Also lifted from the AC terminal block is lead 2 ed lead 1 from the red insulated terminal stud below the so as to totally isolate the stator windings of group 2 transformer and lead 7 lifted off the AC terminal block see illustration 2 Group 2 Resistance value is measured between the lift ed lead 1 from the red insulated terminal stud below the transformer and lead 7 lifted off the AC terminal block NOTE None of the lifted leads should have a continuity to the caseground nor should either of the groups have continuity to the other 3 Transformer Auxiliary Windings Resistance value is measured between the yellow white striped wires lifted off the AC terminal of the bridge rectifier G with the selector switch in the ELEC position and the 1 red white striped leads lifted off the VoltageHertz Connection Bar Off this same bar lift the 2 and 3 red White striped leads that come from the auxiliary wind ings to totally isolate these windings There should be no continuity found from either of these connections to the caseground or to either of the two transformer groups SELECTOR SWITCH Selector switch F2 ELEC electronicAVR and compound transformer This is the optional configuration of the exciter circuit with the optional AVR installed NOTE With the selector switch in ELEC F2 position in which the exciter stator windings are divided one group is excited through the bridge rectifier and the other group through the A VR YellowlWhite TOP VIEW BlackIWhite BrownlYellow YELLOWYELLOW ENGINE SIDE YELLOW OF SWITCH I RED BLACK I I rGREEN I BROWN i rGREEN BLACK Y CDMP YELLOW L mc BEARING SIDE NOTE ON LATER MODELS THE WHITE STRIPE ON THE OF SWITCH WIRE WAS REMOVED AND THE WIRE IS ASOLID COLOR NOTE There should be no continuity found between any BRIDGE RECTIFIER WIRING of the lifted stator leads and the case ground Also no The illustration shows the colorcoded striped wires at the continuity should be found between the connections of two AC terminals and the colorcoded wires at the and the two groups DC terminals3 Main Stator Auxiliary Windings The resistance value NOTE When removing or reinstalling connections maintain for these windings is measured between the black correct polarity connection on the and DC terminals white and the brown yellow d0uble lead connection Engines Generators 116 100 BTD GENERATOR VOLTAGE ADJUSTMENT VOLTAGEHERlZ CONNECTION BARVoltage adjustment is made with the generator regulation 1 Locate the VoltageHertz Connection Barbeing governed by the compound transformer 2 Refer to the illustration1 The selector switch must be in the COMP position 3 Connect the blue white striped wire to either connec2 Operate the generator apply a moderate load momentari tion A or B to correspond to the hertz that the genera ly and remove it Note the voltage output from the gener tor will be set to produce ators 120 volt legs 220 volt 50 hertz The noload voltage should be between 121124 volts at 61562 RED RED RED BLUEWHITE WHITE WHITE WHITE hertz 222226 volts at 515 52 hertz NOTE The noload voltage should be adjusted to the volt age produced by the generator once started and a momentary load should be applied to excite the trans former and then removed The voltage produced by the generator after this momentary load is removed is no load voltage 00000 X Y Z3 To raise or lower the voltage shims of varying thickness nonconductive material are placed or removed from BLUE BLUE RED RED under the steel laminated bar on top of the compound WHITE WHITE YELLOW WHITE transformer The material used for shimming should not soften at temperatures in the 176F 80C range A small NOTE On some units A and B may be reversed To ensure reduction in noload voltage 1 at 3 volts can sometimes a proper connection be sure the blue white striped be accomplished by gently tapping the top of the laminat leads coming offA or B go to the numbered terminal stud ed steel bar to reduce the gap between the existing shims on theAC terminal block 5 for 60 hertz and 6 for and the transformer core 50 hertzVarying shim thickness by 001 inch 0025 mm will change NOTE The placement of the blue white wire from conthe noload voltage by 46 volts Adding shim thickness will nection A to B or vice versa when converting to 50 Hzraise voltage lessening shim thickness will lower voltage is only accomplished when the optional voltage regulator is installed as well Disregard this wire connection change if there is no voltage regulator installed 4 Connections X Yand Z are used to increase AC voltage to the bridge rectifier under heavy AC amperage loads the generator is supplying When this connection is moved from X to Y or Z to increase AC output voltage under load it will effect noload voltage and a noload adjust ment using the compound transformer will be needed Engines Generators 117 100 BTD GENERATOR 115V 50Hz 230V 50Hz 120V 60Hz 120240V 60Hz 0 0 t1 t1 II 11 2 5 2 5 II 0 0 o 6 7 6 7 6 3 8 3 0 N L1 L1 N L2 N AC VOLTAGE The frame ground wire must be moved when changing Maximum voltage drop acceptablefrom 120 volts and J20240 volts 60 hertz to 220 volts 50 atfull rated output ampshertz For making connections to the AC terminal block use 60 hertz 108110 voltsterminal ends for li studs that will accept multistrand cop 50 hertz 215220 voltsper wire sized for the amperage rating from the hot leadconnection Should the voltage drop below the proper rate loaded excita tion can be increased to raise this voltage by FREQUENCY connections on the VoltageHertz Connection Bar Repositioning the two leads red white and yellow 1 Frequency is a direct result of speed white from Z to Y or X will increase the loaded voltage out 1800 rpm 60 hertz 1500 rpm 50 hertz progressively in that order 2 To change generator frequency follow this procedure NOTE Noload voltage may be effected needing readjustment a Connect the AC output leads to the AC terminal with the compound transformer Do not use these adjust block following the diagrams ments to compensate for overload conditions being placed on b On the VoltageHertz Bar reposition the blue white the inductive motor type loads Loss of striped lead to A or B to correspond to the hertz generator hertz speed the result of overload will cause a selected Note this need only be performed when a drop in voltage output voltage regulator is installed G c Start the engine monitor the voltage and adjust the engine noload speed Adjust the diesel units by the BLACK 1 r a linkage between the throttle arm and fuel solenoid 60 hertz noload speed 615620 hertz GREEN I 50 hertz noload speed 515520 hertz YEllOW d After the noload hertz adjustment is made the no 1I BLACK load voltage may need to be readjusted In most cases if the generator was producing the correct noload IAVR PLUG voltage at the previous hertz setting it would be cor rect at the changed hertz setting INTERNAL WIRING SCHEMATIC In the event it needs adjustment adjust the shim thickness under the laminated steel bar of the trans REOWHITE former TO HERTZVOLTS BAR 60 hertz noload voltage 121124 volts BLUEWHITE BLACKWH ITE TO PIN t8 TO SELECTOR 50 hertz noload voltage 114118 volts TERM BLOCK 1 11 SWITCH 232238 volts BLUEWHITE t 4 YELLOWWHITE e Load the generator to the rated amperage output TO HERTZ TO SELECTOR corresponding to the hertz speed of the generator VOLTS BAR SWITCH Rated Loaded Speed BLACKWHITE AVRPWG TO BRIDGE RECTIFIER 60 hertz loaded speed 585590 hertz 50 hertz loaded speed 485490 hertz NOTE The voltage regulator was optional on early models but is not available on later models Engines Generators 118 100 BTD GENERATOR 6 TERMINAL BLOCK WIRING CONNECTIONS Winding Connections Needed to Obtain the Proper Voltage and Frequency NOTE Connections 1 and 4 are located on two red terminals below the compound transformer 6 5 4 4 8N Ll 220V 50 Hz 6 5 4 4 8 C230V N 6 i J7 Ll 120V 60 5 4 4 8 Hz 44 L2 240V 60 Hz 8 G TERMIMAL BLOCK winding connections needed to obtain the voltage and frequency NOTE Connections 1 and 4 are located on two red terminals below the compound transformer Engines Generators 119 DC ELECTRICAL SYSTEM BT GENERATOR EARLY MODELS WIRING DIAGRAM 3451 ARY BATTERY RETURN 1 E1l 1 I i 6ND TO BLOtK r I 1CB 12DA t1 SEE NDTNREMOVE JUMP R vtHNCONN C IN R MOTCONTRO PANEL Tel I I I I I I I REMOTE CONTROL PANELeDPTloNAl I I I SEE I I I r I I I IIIOTE I I i Ta4 II I I I BRJI I I L I I I I I I I L x fi m Ul I L I I RpLC JJ 71 EPjJ L I y I L J L Tel REAR VIEW S r kal 4lojLIl PREHEAT I STANDARD INSTRUMENT START WID REAR VIEW STOP I continued Engines Generators 120 DC ELECTRICAL SYSTEM BT GENERATOR EARLY MODELS WIRING DIAGRAM 34651 Ali ONOFF SWITCH SHOUtD Se INSTALleD IN TillS CICUIT To DISCONNCCT Tile STFiRTIY FRO THe ElATTERY IN AN eHeRGeNCY WHeN LeAViNG THe BoIlT TWEWE VOL T DIeSeL eNGINe STARTeRS TYPICALLY DRtlW zoo To 300 liMPS WileN CRANKING Tile DURATiON OF INDIVIDuAL CRtlNKING cYCas SIIOVlD NOT eXCEeD 30 SeCONtS A SWITCH VITII II CONTINUoll5 RIlTING o 175 IlMPS I1T 12 VO WItL NOII1llLLY seRve THese FUNCTIONS SUT Il SWITCH I1tJST NeVER ee USED To lRKe THE STARTeR CIRCUITo THIS PRODUCT IS PROTeCTeD BY A IIRNIJAl RESET CIRCUIT BReAKeR LOCATeD NepR THE STARTER AND AS CLOSE TO THE SOURI OF CURReNT AS PaSSleLE EXCESSIVe CURRENT DRlJw flNYWHeRE IN THE mSTRUHENT PANEL WIRING OR ENGINe WILL CAUSE THE BREAKER To TRIP IN TillS EVeNT MOST GENERRTORS WltL SHUT DowN aeCAUSE THE OFENEI EJRfiRKER DISCONNECTS TilE FueL SUPPLY THeREFORE TIle BUILDeRowNER lUST BE SURE THAT THe INSTRUHeNT PlNEI WIRING liND EIGINE ARE INSTALLED TO PREVeNT coNTIiCT 6TWeN ELCTRICAL DeVICoE AND SALT WIlTER MOST STARTJR SOLeNOIDS DRAW ISAHPS THeREFORE THE VOLTAGE DROP IN THIS CONDUCTOR lUST ae NO GREATER THfiN 10IN Tile AlTH FRo THE STANDf1Rt START SowlTCII TO flNV ReMOTE SWITcHES ANt BACk To Till STANDARD STIITE SWTClI IF TIllS REQUlRES UlRGe CONDUCTORS Til EN f1 RELAY 111Y BE liDDED To CONTROL TIfE STIIRTep SOLENOIO ITSelF GENERATOR OPERATION PREHEAT DEPRESS PREHEAT SWITCH FOR 15 TO 60 SECONDS AS REQUIRED STARTDEPRESS BOTH PREHEAT AND START SWITCHES PREHEAT ALSO OVERIDES LOW OIL PRESSURE SHUTDOWN CIRCUIT WHEN GENERATOR STARTS RELEASE START SWITC H ONLY CONTINUE HOLDING PREHEAT SWITCH FORA FEW SECONDS UNTIL OIL PRESSURE REACHES 20 PSI STOP DEPRESS STOP SWITCH UNTIL Tli E GENERATOR STOPS COMPLETELY WIRING SIZES TO REMOTE CONTROL PANEL TERMINALS o 16 1620 20 25 2532 32 40 4050 5065 1 TSI TO TS31 2 fO 10 9 8 7 T612 TO T632 14 12 12 10 10 I 6 T61 TO TB35 12 10 10 9 8 7 T614 TO T634 16 16 16 16 16 16 16 T521 TO T641 16 16 16 16 16 16 16 T82S TO T642 16 16 16 16 16 16 16 Engines Generators 121 DC ELECTRICAL SYSTEM 80 BTD 100 BTD GENERATORS WIRING DIAGRAM 36412 1141U 114 REDIPUR P rVEL SOlEHOI o GROUND TO ENG I NE OILdHHUR BLOCK 1 BATTERT SWITCH r L LV 112 TELIRED N EIWfII 114 TAM I BLU 114 BRM 114 PURIM REMOVE THIS JUMPER WHEM CONNECT I NG A REMOTE PANEL N 14 lUi 10 OWKT II tl4 OIUl rl I I 41 i 140111 I IcnL lED 10 lED eAT sTCH WA loP o eMA START sTCH A 10 DInT YCllT MEnR L J Engines Generators 122 DC ELECTRICAL SYSTEM 80 BTD 100 BTD GENERATORS WIRING SCHEMATIC 36412 STARTER BATTERY SOLENOID STARTER SWITCH r I I L I PREHEAT SOLENOID GLOWPLUGS rI L I ALTERNATOR B r 1 10 AMP I CI RCU IT 120 AMP I CIRCUIT BREAKER BREAKERI START SWITCHr I EMERGENCYI I STOPI I SWITCH r 1 PREHEAT I SWITCH FUEL PUMP I r II STOP I SWI TCHI I FUEL SOLENOID EXHAUST TEMP WATER TEMP OIL PRESSURE SWITCH SWITCH SWITCH VOLTMETER HOURMETER OIL WATER PRESS TEMP SENDER SENDER Engines Generators 123 Be meter capable of reading less than one ohm due to the preci sion required in reading component winding resistances andThe Be generator s a self exciting self regulating brushless a nine volt dry cell battery with two jumper leads to use intype unit These three features help make the Be a basic unit exciter field excitationto understand and troubleshoot Frequency and voltage output depends directly on the speed NOTE Do not always rely on the vessels instruments forTherefore proper adjustment and maintenance of the internal accurate readings bring your own action is of prime importance Before attempting any repairs get as clear an explanation of the problem as possible preferably from someone who GUIDE witnessed the problem In some cases this may bring to lightThis guide is designed to solve problems a problem which is related to the method of operation ratherwhich may be encountered with the Westerbeke Be single than an equipment faultand dual capacitor brushless generators Most potential Bring basic repair parts with you on your initial trip o theproblems are covered in this guide Owing to the simplicity problem equipment such as a regulator board when mstalledof the equipment and controls the is relative diodes and bridge rectifier so if the problem should be foundly easy once the relationship between cause and effect is in one of these easily replaceable parts the problem can beunderstood remedied early and in mind that a fundamental knowledge of electricity is The internal and external wiring diagrams are important toolsrequired for this and always remember that in this generator or any generator modellethal voltages are present in the circuitry therefore extreme Make sure the wiring diagram you use is for the is essential when working on or a model you are working a few basic tools are necessary for diagnosis and repairThese are hand tools an ampprobe and a quality voltohm Engines Generators 124 Be GENERATOR o r DC ACCHARGE AC f IC I I I BRIDGE INTEGRAL I I RECTIFIER CONTROLLER I I I I I I DIO 01 I I I TI BALLAST RESISTOR I EI I R I M 60HZ DC I I 021 N r CHARGE I u3AA Il o4 L B IC B L INTEGRAL I CONTROLLER I IDIODE 8 EARLIER MODELS I osK I I 06 I I rJ 1 4 3 I I I 000 I I I I I S 2 6 I I L JI I 000 I I c TERMINAL BLOCK 7 I CPACITOpRS tCAPAICITOR t L 11 I I I L I 60 BCD 44 BCD INTERNAL WIRING SCHEMATIC WITH BAnERY CHARGING CIRCUIT COMPONENTS A Rotating Field and Diodes B Main Stator Windings C Exciter Windings and Capacitors D Battery Charging Circuit Engines Generators 125 Be GENERATOR FAULT CAUSE CORRECTION No AC output at noload 1 Main stator winding open or shorted 1 Excite unit with 12VDC 2 Check stator windings Residual voltage 46 volts at NIL 1 Faulty capacitor 1 Perform capacitor check 2 Faulty electrical connections 2 Check all electrical connections to ensure they are clean and tight 3 Engine speed is too slow 3 Adjust engine speed to correct NIL hertz 4 Faulty exciter winding 4 Check winding resistance value Check winding residual voltage output High noload AV voltage output 1 Engine speed is too fast 1 Adjust engine speed to correct noload hertz 2 Noload voltage tap at capacitor 2 Change tap to lower number Correct noload voltage Load applied 1 Faulty diode 1 Isolate diodes and check for short voltage drops to 6080 volts 2 Rotor windings 2 3 Poor governor reaction 3 Check engine speed under load Adjustrepair governor as needed 4 Overload on generator 4 Check engine speed Monitor amperage draw with ampprobe Correct noload voltage but high voltage 1 Engine speed is too fast 1 Check engine speed Adjustrepair governor as needed output when load applied Unstable voltage output 1 Poor governor reaction 1 Check govemor Adjust or repair as needed 2 Loose electrical connections 2 Check the security and cleanliness of electrical connections lIoisy generator 1 Repair support bearing faulty 1 Inspect rear bearing 2 Unbalanced load 120240 wired 2 Monitor amperage draw from each leg using ampprobe 3 Generator rotor connection to engine 3 Check rotor security is loose A WARNING Lethal IIoltage is present at an operating generator When making connection changes or checking connections always stop the FIELDAUXIUARY WINDINGS NOTE The shield in front of the diode can be bent carefully outboard to improve access to the diodeAND DIODES With the diode removed both leads for the first group ofTwo sets of windings are found on the rotating field An rotating fieldauxiliary windings will be isolated with noelectrical field is produced around these windings by the interference from a posibly faulty diodepassing of DC voltage through them As these windingsrotate this field passes through the main stator windings Check the resistance value of the rotating windings by placinducing an AC voltage that is available at the terminal ing the ohmmeters leads across the two exposed leadsblock to be directed to a load A separate group of windings Also verify that no continuity exists between these windingsfor the battery charging circuit is effected by this rotating and the rotor shaft by leaving one ohmmeter lead attached tofield These windings produce an AC voltage that is directed the winding lead and the other ohmmeter lead touching theinto the bridge rectifier that converts it to DC voltage for the shaft no continuity should exist If continuity is found abattery charging controller short exists1 Rotating FieldAuxiliary Windings Repeat this same check on the second group of windings Single Capacitor Dual Capicator Rotate the engines crankshaft 180 to position the second 38 ohms 40 ohms diode and connections at 1200 oclockTo check the resistance values rotate the engines crankshaftto position the diodes on the rotors shaft at 1200 oclockTo make a quick check of these windings presume the diodeis OK and place one of the ohmmeters leads on the connection at the top of the diode and the other lead at the connection at the base of the diode Compare readings with thevalue above If a distinct difference is noted in the ohm DIODEvalue carefully unsolder the lead on the top of the diode andremove the diode from the rotor using a thin walled deepwell 11 mm 716 socket REAR CARRIER BEARING Engines Generators 126 Be GENERATOR 2 Diodes Residual voltage measured between line to neutral will be 8 95 ohm approximate 46 volts AC between each pair of leads at the terminal Use a 260 Simpson Analog Meter block This would be an indication that the stator windings are OK Check exciter windings and artifically excite the To check the diode unsolder the connection from the top generator of the diode Place one ohmmeter lead on the connection at the top of the diode and the other ohmmeter lead to the Group 1 Measure the resistance value between the terminal with lead 1 and the terminal with lead 3 Check diodes base Then reverse the position of the ohmmeter leads that there is no continuity of Group 1 windings to the case ground A low resistance should be found with the leads in one Group 2 Measure the resistance value between the direction and infinite resistance blocking in the other terminal with lead 4 and the terminal with lead 6 Check direction that there is no continuity of Group 2 windings to the case Diode Rating 1600 volts 26 amps ground The diodes rating is far in excess of the circuits require Check for a possible short between the two groups of stator ments A diode failure could result from an overspeed or windings by placing one lead of the ohmmeter on the termi load surge or a manufacturing defect nal with stator lead 3 and the other ohmmeter lead on the terminal with stator lead 6 There should be no continuity between the two groups of stator windings r C e EXCITER WINDINGS AND CAPACITORS a m en n Single Capacitor Unit 19 ohm Dual Capacitor Unit 22 ohm z m I I I I I 50 DIODE IHz J I I I tirCITOrrt MAIN STATOR WINDINGS 1 I Single Capacitor Unit Dual Capacitor Unit BCAModel An AC voltage is induced in these windings by the rotating 06 ohm 04 ohm 03 ohm field Checking the residual voltage output from this winding To check the main stator winding values at the AC terminal can determine the condition of the winding when block first remove all AC output leads the ground connec tion and all brass interconnects from the terminals on the Single Capacitor Model 1014 volts AC block This will isolate the 6 leads on the terminal block Dual Capacitor Model 1416 volts AC which make up the two main stator groups An AC voltage can be measured across the capacitors while NOTE The numbered leads on the terminal block are not in the generator is operating This voltage may be as high as any particular numerical order They are as shown below 450 to 500 volts AC This voltage buildup is accomplished as the exciter windings charge the Q8pacitors and the capaci r tors discharge back into the exciter windings This AC volt 001 age reading is taken between the 60 hertz connector and the connection plugged into the capacitors while the genera tor is operating at its rated hertz 6L5620 1 4 3 0 0 0 This flow of saturating AC voltage in the exciter windings 2 5 2 6 produces a phaseimbalance type of field that effects the 3 rotating auxiliary windings a beneficial result that produces 0 0 0 4 good motor starting for this type of generator TERMINAL BLOCK To measure the resistance value of the exciter windings locate the 9 and the 50 hertz capacitor connections 105 NOTE Three numbered capacitor connections exist 7 8 06 L J and 9 and two hertz connections 50 and 60 Unplug any other connections from the capacitors noting their position on the capacitor Engines Generators 127 Be GENERATOR one lead of the ohmmeter on plug connection 9 and NOTE The older single capacitor models used a 250the other lead on plug connection 50 hertz Measure the microfarad capacitor All new model single value of the exciter windings Check to make sure units now have a 35 microfarad capacitor Whenthere is no continuity to the case from replacing a capacitor in either an early model or a latereither of the two leads Also check that no continuity exists mode ensure that the correct rated capacitor isbetween either the 50 hertz plug or the 9 plug and any of installed The capacitor rating is marked on the housingthe main stator winding leads on the AC terminal block see of the capacitorMAIN STATOR WINDINGS If continuity is found here a 250 Microfarad Capacitor PN 035985fault exists between these two winding groups 35 Microfarad Capacitor PN 0359781 Field Testing the Capacitors 3 12 Volt DC Excitation low or no AC output voltage With a capacitor meter test the capacitor following the The generator can be excited using 12 volts DC taken instructions found with the meter and compare the from the engines starting battery This voltage is applied results with the value shown on the capacitor across the 50 and 9 leads of the exciter circuit wind When a capacitor meter is not available follow this ings with any other numbered leads unplugged from the simple field test capacitors The generators reaction during flashing will help determine its fault a Unplug connections from the capacitor NOTE Mark on the connections so they can be reintalled correctly 12 VDe FIELD TESTING CAPACITORS 12 VDe b With a jumper short across the two connections on each capacitor that the two leads in step a above were unplugged from This will make sure the capacitor is discharged as it should be at shutdown c With your ohmmeter set on the high R scale place its plus lead on one capacitor connection and the neg ative lead on the other capacitor connection A resistance should be read and should rise slowly as the meter attempts to charge the capacitor This indicates a presumably good capacitor During 12 Volt Excitation d Indications of a defective capacitor Output voltage normal range 1 Zero resistanceno rise in resistance value shorted Single Capacitor Unit Dual Capacitor Unit capacity 2226 VAC 2428VAC 2 Infinite resistance open capacitor 8 A slight rise in output voltage with a loading of the 3 No continuity should be found between the capaci engine andor a growling noise from the generator end tors connections apd the capacitors case or base will indicate a fault in the main stator windings2 Capacitor Ratings Capacitor Meter b No rise or a very slight rise in the output voltage will Note Ratings are found on the capacitor case indicate a fault in the exciter windings Check the ohms values for the exciter windings Single Capacitor Units 250 microfarads UiF 5 c Normal output voltage as specified above check Dual Capacitor Units 315 microfarads UiF 5 exciter circuit capacitors Engines Generators 128 Be GENERATOR CHARGING CIRCUIT c Remove the positive lead from point 4 and con nect the negative lead to point 4 and with theNOTE This circuit is totally separate from the A C output of positive lead from the meter momentarily touchthe generator TheAC output of the generator affects this cir points 1 2 and 3 The needle should deflect showcuits output but not the reverse ing passage through the diodes in the rectifier1 Bridge Rectifier d With the negative lead still attached to point 4 Normal AC voltage to rectifier engine operating at 1800 touch point 5 with the positive lead The needle rpm This voltage is measured across the two AC con should not deflect nections on the bridge rectifier e Placethe positive lead of the meter on point 1 AC voltage to the bridge rectifier approximate and the negative lead on point 3 The needle should not deflect infinite resistance Reverse the 8 Noload off generator 160 volts AC leads to 1 and 3 Again there should be no deflec b FuIlload off generator 175 volts AC tionIf the rectifier fails any of the above tests 8 Normal DC voltage out of rectifier This voltage is through e the rectifier is defective and should be measured across the two DC connections on the bridge replaced rectifier NOTE Test meter polarity may be reversed If so the test DC Voltage from the rectifier approximate results will be reversed 8 Noload off generator170 volts DC 3 Ballast Resistor 03 ohm b FuIlload off generator 185 volts DC Early model integral controllers have a ballast resistor installed along the DC plus lead running from the2 AC Stator Winding 014 ohms bridge rectifier to the integral controller This coiltype Lift the two AC leads off the bridge rectifier and measure resistor functions to suppress high amperage draw the resistance value between these two leads with an coming from the controller when it is trying to charge a ohmmeter This measurement should register 014 ohms discharged starting battery No continuity should exist between either of these two leads and the ground BALLAST RESISTOR DC 60 Hz DC CHARGE IC INTEGRAL CONTROLLER To test the bridge rectifier if it is believed to be faulty follow the test directions below Early controllers having this resistor in the DC charging circuit are of the threelead type These threelead types 8 Set the ohmmeter scale on RX1 DC Set the meter consist of either three spade plugs in connections or to zero three wire leads coming from the controIler b Connect the positive lead from the meter to point The resistance value of the ballast coil is measured 4 With the negative lead from the meter between the lifted lead at the bridge rectifier and the momentarily contact points 1 2 3 and 5 The 60 hertz connection unplugged from the controller that needle should not move showing infinite resistance is controllers having plugs in the connector Controllers with three leads coming from the controller measure resistance between the unplugged 60 hertz con nection at the bridge rectifier and the brown lead connec tion on the coil resister terminal block 4 Integral Controller IC The integral controller is an encapsulated solid state unit that supplies a DC charging voltage to the generators starting battery while the generator is operating Charging Voltage 130 140 volts DC Charging Amperage 0 10 amps DC Engines Generators 129 Be GENERATOR A separate group of stator windings supplies AC voltage to a bridge rectifier that converts the AC current to DC current to supply the integral controller unit The integral A CAUTION Failure of the solenoid plunger to bottom in the solenoid will result in a failed solenoid controller unit senses the starting batterys needs and sup plies a DC charge as needed If the integral controller is believed to be faulty resulting in a low starting battery check the charging circuit components D and all con To avoid failure of the solenoid make sure the solenoid nections in the circuit and to the battery for cleanliness plunger bottoms in the solenoid Check the solenoids and for tightness including the ground before replacing operation at the initial startup Periodically lubricated link the integral controller unit age joints between the solenoid plunger and the throttle arm will eliminate binding NOTE When first started the integral controller unit will produce a low charging rate This charging rate will rise NOTE The solenoid plunger must move smoothly and rapidly as the unit is operated into the solenoid when the solenoid is electrically energized drawing the engines throttle arm into the SET SPEEDRUN New fourwire controllers eliminate the ballast resistor circuit since the ballast resistors function is now handled position internally Whenever replacing an early style controller 50 Hertz 60 Hertz Adjustment with the newer fourwire model remove the ballast resis When increasing the length of the throttle adjustment link tor and its wiring age this increased length moves the throttle arm into a slower speed range to be adjusted and secured in the 50 hertz noload range Conversely shortening this throttle adjustment linkage moves the throttle arm into a faster speed range to be adjusted and secured in the 60 hertz noload range NOTE On some models the solenoid attachment bracket is slotted at its attachment to the engine to allow movement of the bracket with the solenoid to make speed adjustments Engine Hertz Adjustment The BC model generator is capable of 60 or 50 hertz opera tion with corresponding AC output voltage The following steps must be followed when changing the generators hertz rating and corresponding AC voltage output 1 Terminal Block HertzAC Voltage OUTPUT OC VOLTS ItHl2 ADJUSTMENT POD To make the desired hertz and AC voltage change OR 2 VDC properly connect the AC terminal connection to the generators terminal block see illustration Note the positioning of the copper connectors between terminals NOTE White green negative and white black ground are Later model controllers have solid color wires no white ie red yellow green and blackGENERATOR FREQUENCY HERTZ ADJUSTMENTTo increase or decrease the speed of a diesel enginedriven 26generator adjust the linkage between the throttle arm and thesolenoid plunger with the plunger completely bottomed inthe solenoid 1043 THROmE ADJUSTMENT 526 LINKAGE FUEL SOLENOID 110v50Hz Engines Generators 130 Be GENERATOR Capacitor Hertz Connections 4 Speed A4justment Hertz 8 Single capacitor models One connection on the 8 Adjust the linkage between the throttle arm and the capacitor corresponds to the hertz speed of the gen fuel solenoid to produce the correct noload hertz erator These connections are labeled 60 60 hertz b Adjust the throttle arm against its stop to produce the and 50 50 hertz Unplug the hertz connection that correct noload hertz needs to be changed and plug in the hertz connection required for the desired hertz rating NoLoad Voltage Adjustment If the generator was producing the correct noload voltage before the hertz change this adjustment may not be neces sary In the event a noload adjustment is needed proceed as follows 1 Shut off the generator NOTE THE 7 PLUG IS SHOWN CONNECTED A WARNING DO NOT attempt to make a noload TO THE CAPACITOR ONLY AS AN EXAMPLE voltage adjustment while the generator is operating The capacitor can hold a 450500 volt charge Touching any wiring can result in a severe electrical shock In addition attempting to make a noload A CAUTION Make sure the insulating covers voltage adjustment when the generator is operating on the unused leads are in place and that the can cause fingers to be caught in the generators leads never come in contact with each other or rotor come in contact with the case 2 Refer to the illustrations before making any adjustments b Dual capacitor models The capacitor on the left side Note that there are three plugs grouped for the right of the generator end contains the connections corre capacitor terminal 7 8 and 9 If the generators no sponding to the hertz speed produced by the genera load voltage is low then disconnect the lower numbered tor These connections are labeled 60 60 hertz and plug and connect the plug with the next higher number If 50 50 hertz Unplug the hertz connection that needs the generators noload voltage is high then disconnect to be changed and plug in the hertz connection the higher numbered plug and connect the plug with the required for the desired hertz rating next lower number Note that the plug presently con nected to this terminal may be anyone of the three plugs available 60Hz 50Hz LEAD LEAD NOTE THE 7 PLUG IS SHOWN CONNECTED NOTE THE 7 PLUG TO THE CAPACITOR IS SHOWN CONNECTED ONLY AS AN EXAMPLE TO THE CAPACITOR ONLY AS AN EXAMPLE A CAUTION Make sure the insulating covers on the unused leads are in place and that the leads never come in contact with each other or come in contact with the case3 Integral Controller 3 Wire Early model integral controllers of the 3 wire type had a 60 or 50 hertz connection The plugin type had a 60 or NOTE THE 117 PLUG IS SHOWN CONNECTED 50 lead plugged into the controller that corresponded to TO THE CAPACITOR ONLY AS AN EXAMPLE the hertz produced Change this connection when chang ing the generators hertz rating Engines Generators 131 DC ELECTRICAL SYSTEM 44 BC 60 BC GENERATOR WIRING DIAGRAM 35951 WATER TEMP SENDER BlKtIl4 FUEL SciLENOID q z ili OIL PRESSURE 01 L PRESSURE BATTERY CHARGER EMERGENCY STOP SWITCH aJTPUT r r EQiER ALTERNATOR EXHAUST TEMP SWITCH SEENOTE IT 21fl I I I GROUND TO BLOCK BATTERY PREHEAT STANDAR INSTRUMENT PANELJ Engines Generators 132 DC ELECTRICAL SYSTEM 44 BC 60 BC GENERATOR WIRING SCHEMATIC 35951 LJ SEE NOTE 2 START SOL STARTER r M OJ GLOWUGS CB L j20A PHSOL BATTERY CHARGER EXHT SIN OJ SW WTSW r lsTOP I I J SW 1 J START SW PHSW WT WTSNOR oP tr4 oPSNDR VOLTS HOURS IINSTRUMiIL PANELSTARTING AND STOPPING PUSH PREHEAT SWITCH FIRST HOLD FOR 15 TOGO SECONDS AS REOUIRED 2WHILE CONTINUING TO PUSH PREHEAT SWITCH PUSH START SWITCH 3 WHEN GENERATOR STARTS RELEASE START SWITCH ONLY 4WHEN OIL PRESSURE REACHES APPROXIMATELY 20PSI RELEASE PREHEAT SWITCH THE PRElEAT SWITCH OVERIDES THE LOW OIL PRESSURE SHUTDOWN CIRCUIT PUSH AND HOLD THE STOP SWITCH UNTIL THE GENERATOR STOPS COMPLETELYI THIS PROOUCT IS PROTECTED BY A MANUAL RESET CIRCUIT BREAKER LOCATED NEAR THE STARTER AND AS CLOSE TO THE SOUCE OF CUENT AS POSSIBLE EXCESSIVE CURRENT DRAW ANYWHERE IN THE INSTRUMENT PANEL OR ENGINE WIRING WILL CAUSE THE BREAKER TO TRIP IN THIS EVENT MOST GENERATORS WILL SHUT DOWN BECAUSE THE OPENED BREAKER DISCONNECTS THE FUEL SUPPLY THEREFORE THE BUILDEROWNER MUST BE SURE THAT THE INSTRUMENT PANEL AND ENGINE WIRING ARE INSTALLED 10 PREVENT CONTACT BETWEEN ELETRICAL DEVICES AND SALT WATER2AN ONOFF SWITCH SHOULD BE INSTALLED IN THIS CIRCUIT 10 DISCONNECT THE STARTER FROM THE BATTERY IN AN EMERGENCY AND WHEN LEAVING THE BOAT TWELVE VOLT DIESEL ENGINE STARTERS TYPICALLY DRAW 200 TOO AMPS WillEN CRANKING THE DURATION OF INDIVIDUAL CRANKING CYCLES SHOULD NOT EXCEED 30 SECONDS A SWITCH WITH A CONTINUOUS RATING OF 175 AMPS AT 12VDC WILL NORMALLY SERVE THESE FUNCTIONS BUT A SWITCH MUST NEVER BE USED 10 MAKE THE STARTER CIRCUIT3MOST STARTER SOLENOIDS DRAW 15 AMPS THEREFORE THE VOLTAGE DROP IN THIS CONDUCTOR MUST BE NO GREATER THAN IOtON THE PATH FROM THE STANDARD START SWITCH TO ANY REMOTE SWITCHES AND BACK 10 THE STANDARD START SWITCH IF THIS REQUIRES IMPRACTICALLY LARGE CONDUCTORS THEN A RELAY MAY BE ADDED TO CONTROL THE STARTER SOLENOID ITSELF Engines Generators 133 Engines 499
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The information on this web site has not been checked for accuracy. It is for entertainment purposes only and should be independently verified before using for any other reason. There are five sources. 1) Documents and manuals from a variety of sources. These have not been checked for accuracy and in many cases have not even been read by anyone associated with L-36.com. I have no idea of they are useful or accurate, I leave that to the reader. 2) Articles others have written and submitted. If you have questions on these, please contact the author. 3) Articles that represent my personal opinions. These are intended to promote thought and for entertainment. These are not intended to be fact, they are my opinions. 4) Small programs that generate result presented on a web page. Like any computer program, these may and in some cases do have errors. Almost all of these also make simplifying assumptions so they are not totally accurate even if there are no errors. Please verify all results. 5) Weather information is from numerous of sources and is presented automatically. It is not checked for accuracy either by anyone at L-36.com or by the source which is typically the US Government. See the NOAA web site for their disclaimer. Finally, tide and current data on this site is from 2007 and 2008 data bases, which may contain even older data. Changes in harbors due to building or dredging change tides and currents and for that reason many of the locations presented are no longer supported by newer data bases. For example, there is very little tidal current data in newer data bases so current data is likely wrong to some extent. This data is NOT FOR NAVIGATION. See the XTide disclaimer for details. In addition, tide and current are influenced by storms, river flow, and other factors beyond the ability of any predictive program.