OWNER’S MANUAL

WESTERBEKE 58

Marine Diesel Engine

WESTERBEKE WTO-20

Marine Diesel Generator

Publication # 24331

Edition One

May 1980

%47 J J. H. WESTERBEKE CORP.AVON INDUSTRIAL FARM, AVON, MASS. 02322 (817, 5887700

CABLE: WESTCORP, AVON TELEX: 92-4444

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SECTION INDEXGENERAL

IntroductionInstallation

OperationMaintenance

ENGINE OVERHAUL

OTHER OVERHAULMarine Engine Electrical SystemCooling System (External)Transmissions

SETSGENERATOR

HYDRAULIC CRANKING SYSTEM

SERVICE BULLETINS

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IMPORTANT

PRODUCT SOFTWARE NOTICE

Product software of all kinds, such asbrochures, drawings, technical data,operator’s and workshop manuals, partslists and parts price lists, and otherinformation, instructions and specifications provided from sources otherthan Westerbeke, is not within Westerbekes control and, accordingly, isprovided to Westerbeke customers onlyas a courtesy and service. WESTERBEKECANNOT BE RESPONSIBLE FOR THE CONTENTOF SUCH SOFTWARE, MAKES NO WARRANTIESOR REPRESENTATIONS WITH RESPECT THERETO,INCLUDING THE ACCURACY, TIMELINESS ORCOMPLETENESS THEREOF, AND WILL IN NOEVENT BE LIABLE FOR ANY TYPE OF DAMAGESOR INJURY INCURRED IN CONNECTION WITH,OR ARISING OUT OF, THE FURNISHING ORUSE OF SUCH SOFTWARE.

For example, components and sub-assemblies incorporated in Westerbekesproducts and supplied by others (suchas engine blocks, fuel systems and components, transmissions, electrical components, pumps, and other products)are generally supported by their manufacturers with their own software, andWesterbeke must depend on such softwarefor the design of Westerbeke’s own

product software. Such software may beoutdated and no longer accurate. Routinechanges made by Westerbeke’s suppliers,of which Westerbeke rarely has noticein advance, are frequently not reflectedin the supplier’s software until aftersuch changes take place.

Westerbeke customers should also keep inmind the time span between printings ofWesterbeke product software, and theunavoidable existence of earlier, noncurrent Westerbeke software editions inthe field. Additionally, most Westerbeke products include customer-requestedspecial features that frequently do notinclude complete documentation.

In sum, product software provided withWesterbeke products, whether from Westerbeke or other suppliers, must not andcannot be relied upon exclusively as thedefinitive authority on the respectiveproduct. It not only makes good sense,but is imperative that appropriaterepresentatives of Westerbeke or thesupplier in question be consulted todetermine the accuracy and currency ofthe product software being consultedby the customer.

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INTRODUCTION

UNDERSTANDING THE DIESEL....The diesel engine closely resembles the

gasoline engine inasmuch as the mechanismis essentially the same. Its cylindersare arranged above its closed crankcase;its crankshaft is of the same general typeas that of a gasoline engine; it has thesame sort of valves, camshaft, pistons,connecting rods, lubricating system andreverse and reduction gear.

Therefore, itfollows to a great extentthat a diesel engine requires the samepreventative maintenance as that which anyintelligent operator would give to a gasoline engine. The most important factorsare proper maintenance of the fuel, lubricating and cooling systems. Replacementof fuel and lubricating filter elements atthe time periods specified is a must, andfrequent checking for contamination (i.e.water, sediment etc.) in the fuel systemis also essential. Another importantfactor is the use of the same brand of“high detergent” diesel lubricating oildesigned specifically for diesel engines.

The diesel engine does differ from thegasoline engine, however, in the method ofhandling and firing its fuel. The carburetor and ignition systems are done awaywith and in their place is a single component — the Fuel Injection Pump — whichperforms the function of both.

Unremitting care and attention at thefactory have resulted in a Westerbekeengine capable of many thousands of hoursof dependable service. What the manufacturer cannot control, however, is thetreatment it receives in service. Thispart rests with you!

ORDERING PARTSWhenever replacement parts are needed,

always include the complete part description and part number (see separate PartsList furnished, if not part of this publication). Be sure to include theengine’s model and serial number, Alsobe sure to insist upon Westerbeke factorypackaged parts, because “will fit” partsare frequently not made to the samespecifications as original equipment.

GENERATOR SETSWesterbeke diesels are used for both

the propulsion of boats and for generatingelectrical power. For generator set applications, all details of this Manualapply, except in regard to certain portions of the Installation, Operation andMaintenance sections. Additional information is provided in the section titledGenerator Sets, Section T.

IMPORTANTTHIS MANUAL IS A DETAILED GUIDE TO THE INSTALLATION, START—UP, OPERATIONAND MAINTENANCE OF YOUR WESTERBEKE MARINE DIESEL ENGINE. THE INFORNATION IT CONTAINS Is VITAL TO THE ENGINE’S DEPENDABLE, LONG TEL’! OPERATION.

READ IT IKEEP IT IN A SAFE PTCEKEEP IT HANDY FOR REFERENCE AT ALL TI>ES

FAILURE TO DO SO WILL INVITE SERIOUS RISK, NOT ONLY TO YOUR INVEST>NT,BUT YOUR SAFETY AS WELL.

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YOUR NOTES

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FOREWORD

INSTALLATIONSince the boats in which these engines are used are many and varied,

details of engine installation are equally so. It is not the purpose ofthis section to advise boatyards and engine installers on the generallywell understood and well developed procedures for installation of engines. However, the following outline of general procedure is includedbecause it is valuable in explaining the furcc ions of each component,the reasons why, the precautions to be watched and the relationship ofthe installation to the operation of the engine. There are details ofthe installation which should have a periodic check and of which theoperator should have a thorough understanding to insure good operatingconditions for the engine and correct procedure for its servicing.

INSPECTION OF EQUIPMENTThe engine is shipped from the factory

mounted securely and properly crated. Accessory equipment is shipped in a separatesmall box, usually packed with the enginecrate.

Before accepting shipment from thetransportation company, the crate shouldbe opened and an inspection made for concealed damage. If either visible or concealed damage is noted, you should requirethe delivering agent to sign “Received indamaged condit ion”. Also check contentsof the shipment against the packing listand make sure note is made of any discrepancies. This is your protection againstloss or damage. Claims for loss or damagemust be made to the carrier, not to 3. H.Westerbeke Corporation.

RIGGING AND LIFTINGThe engine is fitted with lifting rings.

Rope or chain slings should be attached to the rings and the engine lifted

by means of tackle attached to this sling.

The lifting rings have been designed to

carry the full weight of the engine,

therefore auxiliary slings are not required or desired.

CAUTION: Slings must not be so short as

to place the engine lifting eyes in sig

nificant sheer stress. Strain on the

engine lifting eyes must not be in excess

of 100 from the vertical. A spacer bar

must be placed between the two lifting

eyes, if supported by valve cover studs.

The general rule in moving engines isto see that all equipment used is amplystrong and firmly fixed in place. Move theengine a little at a time and see that itis firmly supported. Eliminate possibility of accidents by avoiding haste. Donot lift from the propeller coupling, or

pry against this with crowbar, as you maydistort the coupling.

In some cases it may be necessary tolift the engine in other than the regularhorizontal position. It may be that theengine must be lowered endwise through asmall hatchway which cannot be made larger.If the opening is extremely restricted itis possible to reduce, to some extent, theoutside clearances such as generator,cooling piping, water tank, filters,mounting lugs, etc. This accessory equipment should be removed by a competentmechanic and special care should be takento avoid damage to any exposed parts andto avoid dirt entering openings. The partswhich have been removed should be returnedto position as soon as the restriction hasbeen passed.

In case it is necessary to hoist theengine either front end upwards or reversegear end upwards, the attachment of slings

must be done very carefully to avoid thepossibility of damage to the parts ohwhich the weight may bear. It is best if

special rigging work be done by someoneexperienced and competent in the handlingof heavy machinery.

ENGINE BOLTSIt is recommended that bronze hanger

bolts of appropriate size be used through

the engine flexible mounts. Lag screwsare less preferred because their hold onthe wood is weakened every time they aremoved, whereas the lag bolt stays in pos

ition and the nut on top is used to tight

en the engine down or is removed to permit

the engine to be lifted. The bolt itself

stays in position at all times, as a stud,

and the bond between the bolt and the wood

is not weakened by its removal.

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FOUNDATION FOR ENGINE

A good engine bed contributes much

toward the satisfactory operation of the

engine. The engine bed must be of rigid

construction and neither deflect nor twist

when subjected to the engine weight or the

position the boat may have to take under

the effects of rough seas. The bed must

keep the engine within one or two thous

andths of an inch of this position at all

times. It has to withstand the forward

push of the propeller which is applied to

the propeller shaft, to the thrust washer

bearing in the engine and finally to the

engine bolts and engine bed.In fiberglas hulls, we recommend that

similar wooden stringers as in wooden

hulls be formed and fitted, then glassed

to the hull securely. This allows hanger

bolts to be installed firmly in wood, thus

reducing noise and transmitted vibration.

The temptation to install the engine on

a pair of fiberglas “angle irons” should

be resisted. Such construction will allow

engine vibrations to pass through to the

hull. Flexible mounts require a firm

foundat ion against which to react if theyare to do their job. When possible, follo.

bed design “A” and avoid bed design “B”.

PROPELLER COUPLINGEach Westerbeke Diesel engine is regu

larly fitted with a suitable coupling forconnecting the propeller shaft to theengine.

The coupling must not only transmit thepower of the engine to turn the shaft, butmust also transmit the thrust either aheador astern from the shaft to the thrustbearing which is built into the reductiongear housing of the engine. This coupling

is very carefully machined for accuratefit.

For all engine models, a propeller half—

coupling, bored to shaft size for the

specific order, is supplied. The coupling

either has a keyway with set screws or isof the clamping type.

The forward end of the propeller shaft

has a long straight keyway. Any burrs

should be removed from the shaft end. The

coupling should be a light drive fit on

the shaft and the shaft should not have to

be scraped down or filed in order to get a

fit. It is important that the key be

properly fitted both to the shaft and the

coupling. The key should fit the side of

the keyway very closely, but should not

touch the top of the keyway in the hub of

the coupling.If it seems difficult to drive the

coupling over the shaft, the coupling can

be expanded by heating in a pail of boil

ing water. The face of the propeller

coupling must be exactly perpendicular to

the centerline or axis of the propeller

shaft.

PROPELLERThe type and size of propeller varies

with the gear ratio and must be selected

to fit the application based upon boat

tests. To utilize the full power of the

engine, and to achieve ideal loading con

ditions, it is desirable to use a propel—

ler which will permit the engine to reach

its full rated speed at full throttle

under normal load.

ALIGNMENT OF ENGINEThe engine must be properly and exactly

aligned with the propeller shaft. No

matter what material is used to build a

boat it will be found to be flexible to

some extent and the boat hull will change

its shape to a greater extent than is

usually realized when it is launched and

operated in the water. It is therefore

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very important to check the engine align—

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ment at frequent intervals and to correctany errors when they may appear.

Misalignment between the engine and thepropeller shaft is the cause of troubleswhich are blamed often on other causes.It will create excessive bearing wear,rapid shaft wear and will, in many cases,reduce the life of the hull by looseningthe hull fastenings. A bent propellershaft will have exactly the same effectand it is therefore necessary that thepropeller shaft itself be perfectlystraight.

One particularly annoying result of misalignment may be leakage of transmissionoil through the rear oil seal. Check tomake sure that alignment is within thelimits prescribed.

The engine should be moved around onthe bed and supported on the screw—jacksor shims until the two halves of the couplings can be brought together without usingforce and so that the flanges meet evenlyall around. It is best not to drill thefoundation for the foundation bolts untilthe approximate alignment has been accurately determined.

Never attempt a final alignment withthe boat on land. The boat should be inthe water and have had an opportunity toassume its final water form. It is bestto do the alignment with the fuel andwater tank about half full and all theusual equipment on board and after themain mast has been stepped and final rigging has been accomplished.

Take plenty of time in making thisalignment and do not be satisfied withanything less than perfect results.

The alignment is correct whelk the shaftcan be slipped backwards and forward intothe counterbore very easily and when afeeler gauge indicates that the flangescome exactly together at all points. Thetwo halves of the propeller couplingshould be parallel within 0.002 inches (A).

In making the final check for alignment,the engine half coupling should be held inone position and the alignment with thepropeller coupling tested with the propellercoupling in each of four positions, rotated900 between each position. This test willalso check whether the propeller half coupling is in exact alignment on its shaft.Then, keeping the propeller coupling in oneposition the alignment should be checkedrotating the engine half coupling to fullposition each 900 from the next one.

The engine alignment should be recheckedafter the boat has been in service for oneto three weeks and, if necessary, thealignment remade. It will usually befound that the engine is no longer inalignment. This in not because the workwas improperly done at first, but becausethe boat has taken some time to take itsfinal shape and the engine bed and enginestringers have probably absorbed somemoisture. It may even be necessary to realign at a further period.

The coupling should always be opened upand the bolts removed whenever the boat is.hauled out or moved from the land to thewater, and during storage in a cradle.The flexibility of the boat often puts avery severe strain on the shaft or thecoupling or both when it is being moved.In some cases the shaft has actually beenbent by these strains. This does not applyto small boats that are hauled out of thewater when not in use, unless they aredry for a considerable time.

EXHAUST SYSTEMExhaust line installations vary cónsid—

erably and each must be designed for theparticular job. The general requirementsare to provide an outlet line with a minimum of restrictions and arranged so thatsea water, rain water, or condensationcannot get back into the engine. Thereshould be a considerable fall in the linebetween the exhaust manifold flange andthe discharge end. This slope in the pipemakes it difficult for water to be drivenin very far by a wave; and a steep dropfollowed by a long slope is better than astraight gradual slope. Avoid any depression or trough to the line which wouldfill with water and obstruct the flow of

exhaust gas. Also avoid any sharp bends.Brass or copper is not acceptable for

wet exhaust systems, as the combination of

salt water and diesel exhaust gas will

10cause rapid deterioration. Galvanizediron fittings and galvanized iron pipe isrecommended for the exhaust line. The exhaust line must be at least as large asthe engine exhaust manifold flange and beincreased in size if there is an especially long run and/or many elbows. It shouldbe increased by 1/2” in I.D. for every 10feet beyond the first 10 feet.

EXHAUST SYSTEM WITH WATER JACKETEDSTANOPI PE

To insure vibration doesn’t transmit tohull, use a flexible section preferably ofstainless steel, no less than 12” overall,threaded at each end and installed asclose to the engine as possible. Thisflexible section should be installed withno bends and covered with insulating material. The exhaust pipe should be properlysupported by brackets to eliminate anystrain on the manifold flange studs. Manyinstallations use flexible rubber exhausthose for the water cooled section of theexhaust line because of the ease of installation and flexibility. Provide adequate

support for the rubber hose to preventsagging, bending, and formation of waterpockets.

Always arrange that water dischargeinto the rubber hose section is behind ariser or sufficiently below the exhaustflange so that water cannot possibly flowback into the engine. Also make sure thatentering sea water cannot spray directlyagainst the inside of the exhaust piping.Otherwise excessive erosion will occur.

MEASURING EXHAUST GAS BACK PRESSURE

Back pressure must be measured on astraight section of the exhaust line andas near as possible to the engine exhaustmanifold. The engine should be run atmaximum load during the measurement period.Set—up should be as shown below.1. For normally asperated engines:

Pressure Test Mercury Test Water Column

1—1/2” Max PSI 3” Mercury = 39”

2. For turbo—charged engines:Pressure Test Mercury Test Water Column0.75 Max PSI 1—1/2” Mercury = 19—1/2”

Checking The Back Pressure1. Exhaust pipe flange2. Exhaust line3. Transparent plastic hose, partly filled

with water. Measurement “A” may notexceed 39” for normally asperatedengines and 19.5” for turbo—chargedengines.

WATER CONNECTIONSSeacocks and strainers should be of the

full flow type at least one size greaterthan the inlet thread of the sea waterpump. The strainer should be of the typewhich may be withdrawn for cleaning whilethe vessel is at sea.

Water lines can be copper tubing orwire—wound, reinforced rubber hose. In

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WATER LIFT EXHAUST SYSTEM WITH“HYDRO-HUSH” MUFFLER

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any case, use a section of flexible hose

that will not collapse under suction, be

tween the hull inlet and engine and between

the outlet and the exhaust system. This

takes up vibration and permits the engine

to be moved slightly when it’s being re

aligned. Do not use street elbows in

suction piping. All pipe and fittings

should be of bronze. Use sealing compound

at all connections to prevent air leaks.

The neoprene impeller in the sea (raw)

water pump should never be run dry.

FUEL TANK AND FILTERSFuel tanks may be of fiberglass, monel,

aluminum, plain steel or terne plate. If

made of fiberglass, be certain that the

interior is gel coated to prevent fibers

from contaminating the fuel system.Copper or galvanized fuel tanks should not

be used. It is not necessary to mount the

tank above the engine level as the fuel lift

pump provided will raise the fuel from the

tank. The amount of lift should be kept

minimum (6 feet being maximum). If a tank

is already installed above engine level it

can be utilized in this position. Great

care should be taken to ensure that the fuel

system is correctly installed so that air

locks are eliminated and precautions taken

against dirt and water entering the fuel.

A primary fuel filter of the water col

lecting type should be installed between

the fuel tank and the fuel lift pump. A

recommended type is available from the

list of accessories. The secondary fuel

filter is fitted on the engine between the

fuel lift pump and the injection pump and

has a replaceable element.As the fuel lift pump has a capacity in

excess of that required by the injection

pump, the overflow is piped to the fuel

tank and should be connected to the top of

the tank or as near the top as possible.

To insure satisfactory operation, a

diesel engine must have a dependable sup

ply of clean diesel fuel. For this reason,

cleanliness and care are especially im—* portant at the time when the fuel tank is

installed, because dirt left anywhere in

the fuel lines or tank will certainly

cause fouling of the injector nozzles when

the engine is started for the first time.

FUEL PIPINGWe recommended copper tubing together

with suitable fittings, both for the supply

line and the return line. Run the tubing

in the longest pieces obtainable to avoid

the use of unnecessary fittings and con

nectors. The shut off valve in the line

between the fuel tank and engine should be

of the fuel oil type, and it is important

that all joints be free of pressure leaks.

Keep fuel lines as far as possible from

exhaust pipe for minimum temperature, to

eliminate “vapor locks”.The fuel piping leading from the tank

to the engine compartment should always be

securely anchored to prevent chafing.

Usually the copper tubing is secured by

means of copper straps.The final connection to the engine

should be through flexible rubber hoses.

ELECTRIC PANEL

The Westerbeke all—electric panelutilizes an electronic tachometerwith a built-in hour meter. Tachometer cables are no longer required,except for the Skipper mechanicalpanel. Mounted on the panel area voltmeter, water temperaturegauge and oil pressure gauge. Eachinstrument is lighted. The all-electric panel is isolated fromground and may be mounted wherevisible. It is normally pre-wired.

ELECTRICAL EQUIPMENT

Most Westerbeke engines are supplied

pre—wired and with plug—in connectors.

Never make or break connections while the

engine is running. Carefully follow all

instructions on the wiring diagram sup

plied, especially those relating to fuse!

cicuit breaker requirements.

Starter batteries should be located as

close to the engine as possible to avoid

voltage drop through long leads. It is

bad practice to use the starter batteries

for other services unless they require low

amperage or are intermittent. In cases

where there are substantial loads (from

lights, refrigerators, radios, depth

sounders, etc.) it is essential to have a

complete, separate system and to provide

charging current for this by means of a

second alternator or “alternator output

splitter”.Starter batteries must be of a type

which permits a high rate of discharge

(Diesel starting).

Carefully follow the recommended wiresizes shown in the wiring diagrams. Planinstallation so the battery is close toengine and use the following cable sizes:

#1 — for distances up to 8 feet#1/0 — for distances up to 10 feet#2/0 — for distances up to 13 feet#3/0 — for distances up to 16 feet

NECHANI CAL CONTROLSThe recommended practice is to have the

stop—run lever loaded to the run positionand controlled by a sheathed cable to apush—pull knob at the pilot station. Thethrottle lever should be connected to aMorse type lever at the pilot station bya sheathed cable.

The transmission control lever may beconnected to the pilot station by a flexible, sheathed cable and controlled by aMorse type lever. The single—lever typegives clutch and throttle control withfull throttle range in neutral position.The two—lever type provides clutch controlwith one lever and throttle control withthe other.

Any bends in the control cables shouldbe gradual. End sections at engine andtransmission must be securely mounted.After linkages are completed, check theinstallation for full travel, making surethat, when the transmission control leverat the pilot station is in forward,neutral and reverse, the control lever onthe transmission is on the respectivedetent. Check the throttle control leverand the stop—run lever on the fuel injection pump for full travel.

Some models do not require a stopcable because they have either a fuelsolenoid or an electric fuel pump.Examples of such models are the W58,Wl3, W27 and W33.

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PREPARATION FOR FIRST START

The engine is shipped “dry”.. .withlubricating oil drained from thecrankcase and transmission. Therefore, be sure to follow these recoin-mended procedures carefully beforestarting the engine for the first time

1. Remove oil filler cap and fill Qilsump with heavy duty! diesel lubricating oil to the highest mark on the dipstick. See table under Maintenance foran approved lubricating oil. Do notoverfill. Select an approved gradefrom the listing and continue to use it.

Fill the reverse gear to the high-mark on the dipstick with TYPE A

nsmission fluid. Do not overfill.level for the Short Profile Sail-Gear is measured before threadingdipstick into the housing.

Engine oil is not recomended becauseit can foam and it can contain additives harmful to some transmissions.

If the engine is equipped with a V drive,fill to the full mark on the dipstickwith the reconinended lubricant specifiedon the data tag on the V drive housing.

3. Fill fresh water cooling system witha 50-50 anti-freeze solution only afteropening all petcocks and plugs until allentrapped air is expelled.

Fill surge tank toof the top. Checkengine has run forIf trapped air is released, the waterlevel may have dropped. If so, refill tank to within one inch of topand replace filler cap.

4. Ensure battery water level isat least 3/8’ above the batteryplates and battery is fully chargedso that it is capable of the extraeffort that may be required on thefirst start.

5. Fill fuel tank with clean Dieselfuel oil; No. 2 diesel fuel oil isrecornended. The use of No. 1 ispermissible but No. 2 is preferredbecause of its higher lubricantcontent.

NOTE: If there is no filter in thefiller of the fuel tank, the recommended procedure is to pour the fuelthrough a funnel of 200 mesh wirescreen.

FUEL SYSTEM

Thefuel injection system of a compression ignition engine dependsupon very high fuel pressure duringthe injection stroke to functioncorrectly. Relatively tiny move—inents of the pumping plungers produce this pressure and if any airis present inside the high pressureline, then this air acts as a cushionand prevents the correct pressure,and therefore fuel injection, frombeing achieved.

In consequence it is essential thatall air is bled from the systemwhenever any part of the system hasbeen opened for repair or servicing.

BLEEDING PROCEDURES BY MODEL

1. Initial Engine Start-up(Engine stoppage due to lackof fuel)

a. Insure that the fuel tank(s)is filled with the propergrade of diesel fuel.

OPERATION

2.esttraOili ngthe

6. Fillpump, ifof water

grease cup on the sea waterpresent, with a good gradepump grease.

within one inchthis level aftera few minutes.

b. Fill any large primary filter!water separator with cleandiesel fuel that is installedbetween the fuel tank and engine. To attempt to fill anylarge primary filter using themanual priming lever on the en-

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gine mounted fuel lift pump mayprove futile or require a considerable amount of priming.

c. Turn the fuel selector valve toOn. Systems with more than one

tank insure that fuel returningis going to the tanks being used.

The above procedures are basic forall initial engine start-ups or forrestarting engines stopping due tolack of fuel.

WESTERBEKE W7 AND WPD4 GENERATOR (3600R.P.M.) (Figure fl

1. With the use of a 5/16 box wrenchor comon screw driver, open thebleed screw one to two turns on theoutgoing side of the engine mountedsecondary fuel filter (Bleedpoint A). With firm strokes on thelift pump priming lever, bleed untilfuel free of air bubbles flows fromthis point. Stop priming and gentlytighten the bleed screw.

2. With a 5/8 open end wrench loosenone to two turns the nut securingthe injector line to the injector(Bleed Point B).Decompress the engine with the leveron the top of the cylinder head.Crank the engine over with thestarter (W7 ensure that the enginestop lever is in the run positionand the throttle is full open).(4KW use the defeat position whilecranking). Crank the engine untilfuel spurts by the nut and line.Stop cranking and tighten the 5/8nut and proceed with normal startingprocedures.

W30, (Figure 2)W40 & WPO 10. l2s. 15. (Figure 3)W5O & WBO 15. (Figure 4)W80 & BR 3ojFigure 5)

,Wl20 & BR45. (Figure 5)

1. Open the banjo bolt on top of theengine mounted secondary fuel filter 1-2 turns (Bleed Point A).with firm stroke on the fuel liftpump priming lever bleed until fuelfree of air bubbles flows from thispoint. Stop priming and tightenthe bolt.

2. On the fuel injection pump body is a5/16 bleed screw (Bleed Point B).This may be mounted on a manifoldwith a pressure switch. Open thisone to two turns (do not remove it)and with the priming lever bleeduntil fuel free of air bubblesflows. Stop priming and tightenthe bleed screw.

3. On the control cover of the injection pump (Bleed Point C) is a5/16 bleed screw. Open this screwone to two turns and proceed as inStep 2. (Note: Bypass this bleedpoint on the W-3O injection pump.)

4. W50 injection pump only Open the57T6 bleed screw (Bleed Point D)on the injector line banjo boltone to two turns and with thethrottle full open and the enginestop lever in the run position,crank the engine over with thestarter until clear fuel freeof air flows from this point.Stop cranking and tighten thisbleed screw.

5. With a 5/8 wrench loosen one to twoturns the injector line attachingnuts at the base of each injectorand with the throttle full open andthe engine stop control in the runposition, crank the engine over withthe starter until fuel spurts by thenuts and injector line at each injector. Stop cranking and tighten thenut and proceed with normal startingprocedures.

WESTERBEKE W13 & 4.4KW Figure 6W21 & 7 7KWW27 & 11KWW33 H

These units are self-bleeding.

1. Turn the ignition to the ON positionand wait 15-20 seconds.

2. Start the engine following normalstarting procedures.

WESTERBEKE

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WESTERBEKE W58 & WTO 20 - (Figure 7)

1. Open the bleed screw on the topinboard side of the engine—mountedsecondary fuel filter one to twoturns using a lorrr box wrench(Bleed Point A). This fuel filteris equipped with a hand-operatedpriming pump. With the palm ofyour hand, pump this primer untilfuel free of air flows from thispoint. Stop pumping and tightenthe bleed screw.

2. With bleed screw A tightened, pumpthe hand primer several more times.This primes the injection pump whichis self—bleedino. The injection pumpincorporates a feed pump which keepsthe fuel system primed when the engine is running, thus no externallift pump is required.

3. Loosen the four injector line attaching nuts at the base of eachinjector (Bleed Point B) one to twoturns with a 16mm open-end wrench.Place the throttle in the full openposition and crank the engine overwith the starter until fuel spurtsby the nut and injector lines. Stopcranking and tighten each of thefour nuts and proceed with normalstarting procedure.

B—

Figure 2

Figure 3

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Typical Mechanical Fuel Lift Pump

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Figure 4 Figure 7

Figure 5

Figure 6

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PREPARATION FOR STARTING

1. Check water level in expansiontank. It should be 1½ to 2 in.below the top of the tank whencold.

2. Check the engine sump oil level.

3. Check the transmission oil level.

4. See that there is fuel in the tankand the fuel shut-off is open.

5. Check to see that the startingbattery is fully charged, allelectrical connections are properly made, all circuits in order andturn on the power at the batterydisconnect.

6. Check the seacock and ensure thatit is open.

STARTING THE ENGINE (COLD)

Most L4esterbeke marine diesel enginesare equipped with a cold starting aidto ease in the starting of your enginewhen cold.

Check to see that the stop’ lever(if installed) is in the “run”position.

2. Place the throttle in the fullyopen position.

3. Press the “Preheat” button in andhold for 15 to 20 seconds.

4. While holding the “Preheat” buttonin, turn the keyswitch to the “ON”or “Run” position. This activatesthe panel gauges, lights and fuelsolenoid or electric fuel pump ifso equipped. Continue to turn thekeyswitch to the “Start” positionand hold for no more than 20 seconds. Some units may be equippedwith a pushbutton to start ratherthan the keyswitch and in thesecases the electrical system isactivated by fuel pressure.

5. If the engine fails to start in20 seconds, release start switchand preheat for an additional15—20 seconds, then repeat step 4.

6. As soon as the engine starts, release the start switch and thepreheat button and return thethrottle to the “idle” positionimmediately.

CAUTION: Do not crank the engine morethan 20 seconds when trying to start.Allow a rest period of at least twicethe cranking period between the startcycles. Starter damage may occur byoverworking the starter motor and thebackfilling of the exhaust system ispossible.

STARTING THE ENGINE (WARM)

If the engine is warm and has only beenstopped for a short time, place thethrottle in the partially open positionand engage the starter as above, eliminating the preheat step.

NOTE: Always be sure that the starterpinion has stopped revolving beforeagain re-engaging the starter, otherwise the flywheel ring gear or starterpinion may be damaged.

Ensure that the electrical connection tothe cold starting aid is correct.

Extended use of the cold starting aidbeyond the time periods stated shouldbe avoided to prevent damage to the aid.

NEVER under any circumstances use orallow any one to use ether to start yourengine. If your engine will not start,then have a qualified Westerbeke marinemechanic check your engine.

WHEN ENGINE STARTS

1, Check for normal oil pressureininediately upon engine starting.Do not continue to run engine ifoil pressure is not present within15 seconds of starting the engine.

2. Check Sea Water Flow. Look forwater at exhaust outlet. Do thiswithout delay.

3. Recheck Crankcase Oil. After theengine has run for 3 or 4 minutes,

18subsequent to an oil change or newinstallation, stop the engine andcheck the crankcase oil level. Thisis important as it may be necessaryto add oil to compensate for theoil that is required to fill theengine’s internal oil passages andoil filter. Add oil as necessary.Check oil level each day of operation.

4. Recheck Transmission Oil Level.(This applies only subsequent to anoil change or new installation.) Insuch a case, stop the engine afterrunning for several minutes at 800RPM with one shift into forward and

then add oil asoil level each

5. Recheck Expansion Tank Water Levelif engine is fresh water cooled.(This applies after cooling systemhas been drained or filled for thefirst time.) Stop engine after ithas reached operating temperatureof l750F and add water to withinone inch of top of tank.

WARNING: The system is pressurized whenoverheated and the pressure must bereleased gradually if the filler cap isto be removed. It is advisable to protect the hands against escaping steamand turn the cap slowly counter—clockwise until the resistance of the safetystops is felt. Leave the cap in thisposition until all pressure is released.Press the cap downward against thespring to clear the safety stops, andcontinue turning until it can be liftedoff.

6. Warm-up Instructions. As soon aspossible, get the boat underway,but at reduced speed, until watertemp. gauge indicates 130-150°F.If necessary, engine can be warmedup with the transmission in neutralat 1000 RPM. Warming up with thetransmission in neutral takes longerand tends to overheat the transmission

7. Reverse Operation. Always reduceengine to idle speed when shiftinggears. However, when the transmissionis engaged, it will carry full engineload.

NOTE: The SAO transmission requires thatwhen backing down, the shift lever mustbe held in the reverse position, sinceit has no positive overcenter lockingmechani sm.

STOPPING THE ENGINE

1. Position shift lever in neutral.

2. Idle the engine for 2 to 4 minutesto avoid boiling and to dissipatesome of the heat.

3. If equipped with a stop lever, pullthe knob and hold in this positionuntil the engine stops. This stopsthe flow of fuel at the injectionpump. After the engine stops, return the control to the run positionto avoid difficulty when restartingthe engine.

4. Turn off the keyswitch. Some modelsdo not use the stop lever as theyare equipped with a fuel solenoidor electric fuel pump which shutsoff the fuel supply when the key-switch is turned to the off position.

5. Close the seacock.

6. Disconnect power to system withbattery switch.

OPERATING PRECAUTIONS

1. Never run engine for extendedperiods when excessive overheating occurs, as extensive internaldamage can be caused.

2. DO NOT put cold water in an overheated engine. It can crack thecylinder head, block, or manifold.

3. Keep intake silencer free fromlint, etc.

4. Do not run engine at high RPM without clutch engaged.

5. Never Race a Cold Engine as internaldamage can occur due to inadequateoil circulation.

6. Keep the engine and accessoriesclean.

one into reverse,necessary. Checkday of operation.

19

7. Keep the fuel clean. Handle it withextreme care because water and dirtin fuel cause more trouble and service life of the injection system isreduced.

8. Do not allow fuel to run low, becausefuel intake may be uncovered longenough to allow air to enter theinjection system, resulting in enginestoppage requiring system bleeding.

9. Do not be alarmed if temperaturegauges show a high reading followinga sudden stop after engine has beenoperating at full load. This iscaused by the release of residual heatfrom the heavy metal masses near thecombustion chamber. Prevention forthis is to run engine at idle for ashort period before stopping it. Hightemperature reading after a stop doesnot necessarily signal alarm againstrestarting. If there is no functionaldifficulty, temperatures will quicklyreturn to normal when engine is operating.

20

TEN MUST RULES

IMPORTANT IMPORTANT IMPORTANT

for your safety and your engine’s dependability.

ALWAYS -

1. Keep this Manual handy and read it whenever in doubt.

2. Use only filtered fuel oil and check lube oil level daily.

3. Check cooling water temperature frequently to make sure it is 1900

or less.4. Close all drain cocks and refill with water before starting out.

5. Investigate any oil leaks immediately.NEVER —

6. Race the engine in neutral.7. Run the engine unless the gauge shows proper oil pressure.8. Break the fuel pump seals.9. Use cotton waste or fluffy cloth for cleaning or store fuel in a

galvanized container.10. Subject the engine to prolonged overloading or continue to run it

if black smoke comes from the exhaust.

S

21

MAINTENANCEPERIODIC ATTENTION:

After you have taken delivery of yourengine, it is important that you make thefollowing checks right after the firstfifty hours of its operation:

FIFTY HOUR CHECKOUT (INITIAL)Do the following:

1. Retorque the cylinder head bolts.2. Retorque the rocker bracket nuts and °

adjust valve rocker clearance.3. Check and adjust, if necessary, the

forward drum assembly and the reverseband on manual SAO and SA—l transmissions.

4. Change engine lubricating oil and oilfilter.

5. Check for fuel and lubricating oilleaks. Correct if necessary.

6. Check cooling system for leaks and inspect water level.

7. Check for loose fittings, clamps,connections, nuts, bolts, vee belttensions etc. Pay particular attention to loose engine mount fittings.These could cause mis—alignment.

DAILY CHECKOUT n

Do the following:1. Check sea water strainer, if one has

been installed.2. Check water level in cooling system.3. Check lubricating oil level in sump.

Fill to highest mark on dipstick.4. Turn down grease cup on water pump,

if used, one full turn.5. Check lubricating oil level in trans

mission. Fill to highest mark ondipstick. FIGURE 1

SEASONAL CHECK—OUT (MORE OFTEN IF POSSIBLE)Do the following:

1. Check generator or alternator “V”belt for tension.

2. Check water level in battery.3. Change oil in sump. Oil may be

sucked out of sump by attaching asuction hose (3/8” ID) over the outside of the oil sump pipe, locatedaft of the dipstick. Figure 1.See Note, next page.

4. Replace lubricating oil filter. Fig. 2.See Note, next page.

5. Fill sump with approximately 4.5 USquarts of diesel lubricating oil tohigh mark on dipstick. Do not overfill. See Note next page.

;c

FIGURE 2

22

CAUTION: The use of different brands of

lubricating oils during oil changes hasbeen known to cause extensive oil sludg—ing and may in many instances cause complete oil starvation.6. Start engine and run for 3 or 4

minutes. Stop engine and check oilfilter gasket for leaks. Check oilsump level. This is important as itmay be necessary to add oil to compensate for the oil that is requiredto fill the engine’s internal oilpassages and oil filter. Add oil asnecessary. Change oil in transmission.Use SAE 30, High Detergent LubricatingOil, Service DC, DM, or DS. Do notoverfill. See note below.

IMPORTANT NOTE:IT IS MANDATORY THAT THE CHECKS 3, 4, 5

AND 6 BE ATTENDED TO WHEN TOTAL OPERATINGTIME REACHES 150 HOURS. IN SOME INSTANCES,ThIS TOTAL IS REACHED BEFORE END OF SEASON.

7. Clean Air Filter. The time period forreplacing the air filter depends onoperating conditions, therefore, underextremely dirty conditions, the seasonal frequency should be increased. Thecorrect time periods for replacing thefilter will greatly assist in reducingbore wear, thereby extending the lifeof the engine.

8. Check engine for loose bolts, nuts,etc.

9. Check sea water pump for leaks.10. Wash primary filter bowl and screen.

If filter bowl contains water or sediment, filter bowl and secondary oilfuel filter need to be cleaned morefrequently.

11. Replace secondary fuel filter element.12. Replace air filter.

END OF SEASON SERVICE1. Drain fresh water cooling system by re

moving the surge tank pressure cap andopening al ter system petcocks.

2. Remove zinc ro4 (usually located inheat ex5’ and see if it needsreplacing. The zinc rod will takecare of any electrolysis that may occurbetween dissimilar metals. Insert newzinc if necessary.

3. Fill fresh water cooling system withantifreeze of a reputable make. (Referto Cold Weather Precautions.)

4. Start engine. When temperature gaugeindicates 175°F, shut engine down and

drain lubricating oil. Remove and replace filter. Fill sump with High De

tergent Lubricating Oil.

5. Remove air filter. Carefully seal airintake opening with waterproofed adhesive tape or some other suitable medium.

6. Seal the exhaust outlet at the most accessible location as close to the engine as possible.

7. Remove injectors and spray oil intocylinders.

8. Replace injectors with new sealingwasher under each injector. Turn engineslowly over compression.

9. Top off fuel tank completely so that noair space remains, thereby preventingwater formation by condensation.

10. Leave fuel system full of fuel.

11. Change fuel filters before putting the

engine back in service.

12. Wipe engine with a coat of oil orgrease.

13. Change oil in transmission.14. Disconnect battery and store in fully

charged condition. Before storing the

battery, the battery terminals andcable connectors should be treated to

prevent corrosion. Recharge battery

every 30 days.15. Check alignment.

23

LUBRICATING OILS

Lubricating oils are available for Westerbeke Diesel engines which offer an improvedstandard of performance to meet the requirements of modern operating conditions such assustained high speeds and temperatures.

These oils meet the requirements of the U. S. Ordnance Specification MIL-L—2l048(API Service CC). Any other oils which also conform to these specifications, but arenot listed here are, of course, also suitable.

COMPANY

American Oil Co.

BP Canada Limited

Chevron Oil Co.

Gities Service Oil Co.

Continental Oil Co.

Gulf Oil Corporation

Mobile Oil Company

Shell Oil Company

Sun Oil Company

Texaco, Inc.

American Supermil Motor Oil

BP VanellusBP Vanellus

RPM DELO Multi—Service Oil

CITGO Extra Range

CONOCO TRACON OIL

Gulflube Motor Oil X.H.D.

Delvac 1200 Series

Shell Rotella T Oil

Subfleet MIL—B

Ursa Oil Extra Duty

30

30lOW! 30

30

30

30

30

1230

30

30

30

B RANDS.A.E. DESIGNAIT

O0/450F 45°/80°FON

OVER 80°F

lOW

1 OWlOW!30

low

lOW

lOW

low

1210

lOW

lOW

low

20W/20

20W / 20lOW! 30

20W/20

20W! 20

2OW/20

20W/20

1220

20W! 20

20W!20

2OW/20

24

YOUR NOTES

OTHER OVERHAUL

SECTION PAGE

Q

onwards) Q.2

Activation by Fuel Pressure Q.4

Activation by Lube Oil Pressure Q.6

COOLING SYSTEM (EXTERNAL).. R

TRANSMISSIONS S

Type SAO Manual

SAl and SAO Clutch Adjustments

SAl and SAO Reduction Units

Paragon P-Zl Series, Hydraulic

Warner Hydraulic

Short Profile Sailing Gear

CONTENTS

MARINE ENGINE

Activation

ELECTRICAL SYSTEM.

by Keyswitch (1980

S.9

S.21

5.23

S.29

5.35

S.4l

Q. 2

SECTION 0

MARINE ENGINE ELECTRICAL SYSTEM

ACTIVATION BY KEY SWITCH

This system is supplied on most Westerbeke engines beginning May. 1980. Essentially activation of the circuit isaccomplished by the ignition position ofthe key switch. No oil pressure switchis required. The engine is preheatedby depressing the preheat push button.The engine is cranked by turning thekey switch to the right-most momentaryposition.

Voltage is maintained to the instruments,fuel solenoid or fuel lift pump if supplied, and to other electrical devices viathe ignition position of the key switch.

Models which have a fuel solenoid or electric fuel pump may be turned off via thekey switch. Models with mechanical fuellift pumps or no fuel solenoid are stoppedby pulling a stop cable.

The circuit is protected by a circuitbreaker located near the starter. Anytime excessive current flows, the circuitbreaker will trip. This is a manuallyresettable breaker, and must be resetbefore the engine will operate electricallyagain.

CAUTION - the builder/owner must ensurethat the instrument panel , wiring andengine are installed so that electricaldevices cannot come in contact with seawater.

The latest information regarding yourengines electrical system is includedon the wiring diagram shipped with theengine. Be sure to study this wiringdiagram and all the notes thereon.

Q. 3

ACTiVATION BY KEYSWITCH SECTiON Q

5CMEMATC DAGPAM

NOT iSfl

OP ENE

WPNG QlAGAM

SEt •tO€

CSCNDIP

S

53L wS ONLI) SOPON,L

.-1

‘RE OL

Q.6

Marine Engine Electrical System

I

ACTIVATION BY LUBE OIL PRESSURE(Keyswitch Start)

This system is supplied on all 4 and 6cylinder Westerbeke diesels produced priorto January 1975. Operation is very simple.Putting the start switch in the Run position energizes an alarm system (when supplied). Returning the start switch to Offposition de—energizes the alarm.

Turning the start switch to Crank position operates the starting motor and startsthe engine. Upon starting, the startswitch is released to the Run position.

When the engine develops oil pressure,voltage is supplied to the alternator forexcitation and to all instruments. Whenever the engine stops, loss of oil pressure removes voltage from these devices.

When an engine is furnished with a pre—heating device, it is energized by a separate push button at the key switch panel.

When an engine is furnished with anelectric stop solenoid, it is energized bya separate push button at the key switchpanel.NOTE: It is important that your engine installation includes fuses or circuitbreakers, as described under “Owner’s Responsibility” on the wiring diagram suppliedwith your engine.

ACTIVATION BY LUBE OIL PRESSURE(KEYSWffCH START

:1

C- 4

Q.7

1) U R - -c OUP -230 8. 34

-ç

L

Drawing No. 15245

9

S3LONUflOASt

SECTiON R

1. DESCRIPTION

Westerbeke marine diesel engines areequipped with fresh water cooling.Transfer of heat from engine freshwater to sea water is accomplishedin a heat exchanger, similar in function to an automotive radiator. Seawater flows through the tubes of theheat exchanger while fresh waterflows around the tubes. The seawater and fresh water never mixwith the result that the coolingwater passages in the engine stayclean.

2. FRESH WATER CIRCUIT:

Heat rejected during combustion, aswell as heat developed by friction,is absorbed by the fresh water whoseflow is created by a fresh water circulating pump. The fresh water flowsfrom the engine through a fresh watercooled exhaust manifold, a heat exchanger, in most cases an oil cooler,and returns to the suction side ofthe fresh water circulating pump.The flow is not necessarily in thisorder in every model. When startinga cold engine, most of the externalflow to the heat exchanger is prevented by the closed thermostat.Some amount of by-pass is maintainedto prevent overheating in the exhaustmanifold. As the engine warms up, thethermostat begins to open up allowingfull flow of engine fresh water thruthe external cooling system.

3. SEA WATER CIRCUIT:

The sea water flow is created by apositive displacement neoprene tipellpump (gear pump in certain specialcases). Normally the pump draws seawater directly from the ocean via thesea cock and sea water strainer. Sometimes a transmission oil cooler, orpehaps a V drive will be piped on thesuction side of the sea water pump.Generally it is better to have as fewdevices on the suction side of the seawater pump as possible to precludepriming difficulties. Usually seawater flows directly from the dis

charge of the sea water pump to theheat exchanger sea water inlet. Afterpassing through the tubes of the heatexchanger, the sea water may enter atransmission oil cooler if presentand if sea water cooled. Ultimately,the sea water enters a water injected,wet exhaust system, the most populartype of exhaust system in use. Inthe case of larger engines the seawater flow is divided prior to entering the exhaust systems so that aportion is dumped directly overboardand a portion is used to cool theexhaust system. Full sea water flowentering the exhaust system wouldcreate unnecessary exhaust backpressure.

4. SEA WATER PUMP:

The sea water pump is self priming andpositive displacement. It is a rotarypump with anonferrous housing and aneoprene impeller. The impeller hasflexible vanes which wipe against acurved cam plate within the impellerhousing, producing the pumping action.On no account should this pump be rundry There should always be a spareimpeller and impeller cover gasketaboard.

5. SEA WATER PUMP IMPELLER REPLACEMENT:

The following instructions are generaland indicative only. Specific instructions where applicable may be packagedwith your replacement impeller.

a. Remove the front cover taking careto salvage the gasket.

b. Remove the impeller by pullingstraight outwards, parallel tothe pump shaft. This is bestdone with a pair of pliers applied to the impeller hub.

C. Coat the replacement impellerand the chamber into which itmounts with grease.

d. Carefully align the impeller keyway, or other locking mechanism,

COOLING SYSTEM (EXTERNAL)

R.2

with the shaft. Take care thatall the impeller blades bend inthe same direction and trailing.

e. Inspect the front cover for wear.A worn front cover should ultimately be replacec. Sometimesit can be reversed as an ernergency measure, but not whenstamped markings would break theseal between the cover and theimpeller blades.

I’. Reinstall the end cover with anew gasket.

g. Be doubly sure to check quicklyfor sea water flow when startingthe engine. The absence of flowindicates that the pump may notbe priming itself properly.This situation must be investigated imediately or damage tothe new impeller will resultfrom overheating.

6. ENGINE FRESH WATER:

It is preferable to fill your enginewith a 50% antifreeze-water mixture.This precludes the necessity of draining coolant in the winter. Since mostantifreezes contain preservative agentsof one kind or another, rusting withinthe engine is minimized. Also the antifreeze mixture boils at a higher temperature than water, giving coolingsystem “head room.”

When draining the engine, open thepressure cap first to relieve thevacuum created by draining.

7. FILLING THE FRESH WATER SYSTEM:

It is very important to completely fillthe fresh water system before startingthe engine. It is normal for air tobecome trapped in various passages soall high points must be opened to atmosphere to bleed entrapped air. When anengine is started after filling withcoolant, the system may look deceptivelyfull until the thermostat opens. At thistime when water flows through the exteral cooling circuit for the first time,pockets of air can be exposed and riseto the fill point. Be sure to add coolant at this time.

8. THERMOSTAT:

Generally thermostats are of two types.One is simply a choking device whichopens and closes as the engine temperature rises and falls. The second typehas a by-pass mechanism. Usually thisis a disc on the bottom of the thermostat which moves downward to close offan internal by-pass passage within thehead. Both types of thermostats, from1980 onward, have a 0.06” diameterhole punched through them to serve asa by-pass while the engine is warmingup. This prevents overheating in theexhaust manifold during engine warm—up.The hole is critical and replacementthermostats must be equal in thisdesign characteristic.

When replacing a thermostat, be surethat it is rotated so as to notstrike the thermostat housing, projections inside the head, temperaturesenders or temperature switcheswhich may be installed close to thethermostat.

A thermostat can be checked for proper operation by placing it in a panof cold water and then raising thetemperature of the water to a boil.The thermostat should open noticeably (with travel on the order of1/4”

- 1/2”) and be fully opened whenthe water is boiling.

9. ENGINE LUBE OIL COOLER:

Lubricating oil carries heat away fromthe engine bearings and other frictionsurfaces. The oil circulates from thelube oil pump, through the engine,through the engine oil cooler, and backto the oil pump.

The oil cooler may be cooled either byengine fresh water or by sea water.

10. TRANSMISSION OIL COOLER:

Certain transmissions require oil coolinq. In these cases, the transmissionoil cooler is usually cooled by seawater.

Normally sea water enters this coolerafter exiting the heat exchanger, butnot always.

C

TWO PASS MANIFOLD

R. 3

Note: Drawing is indicative only. Specific models may vary in detail.

r

R.4

SINGLE PASS MANIFOLD

Note: Drawing is indicative only. Specific models may vary in detail.

—-p

RAW WATERFRESH WATER

ENGINE OILUSED ON 1-IYD-

,--,— fRAULIC GEAR

SURGETANK

FREWATERPUMP

RAWWATERPUMP

FROMoo4 SEA

COCK

OILCOOLER

FROM SEACOCK

-p-

HYDRAULIC GEAR....t’Qjj COOLER ONLY S

SECTION S

TRANSMISSIONS

S3LON1IflOAS’S

S .29

PARAGON P-21 SERIES HYDRAULIC

I. SPECIFICATIONS

A, Description Chart

MODEL REDUCTION RATIO DIRECTION OF ROTATION

P21L DIRECT ALL LEFT HANDP22L 1. 5:1 AS ViEWED FROMP23L 2:1 THE OUTPUT ENDP24L 2. 5:1 OF THE TRANS.P25L 3:1 MISSION

13. Model and Serial Numbers

Each reverse gear has a model number anda serial number. These numbers are onthe name plate, located on the housing

of the transmission.

MODEL AND SERIAL NUMBER CHART

DIRECT DRIVE MODEL AND SERIAL NUMBERS

P21-

P2 - Gear. Size 1 . Direct Drive

Is 5J-1234

L - Left Hand Rotation unitSi- 1234- Transmission Serial No.

REDUCTION GEAR MODEL AND SERIAL NUMBERS

P23

P2 - Gear Size

7 ReductionGear

4 S.re51

1.5:12.0:12.5:1

L SJ-5678

5J-5678 - Trans.Tn i sCionSerial

3.0:1

R.duction L - Left Hand Rotation unitGearRatio No.

S .30

II. INTRODUCTION

Transmissions have been designed for smooth

operation and dependability in marine use. The

transmission is self- contained, having an oil

pressure system and oil supply completely

separated from engine lubricating oil systems.

Transipission oil under pressure is used to

engage a forward or reverse drive. The for-

ward drive is through a multiple disc clutcharrangement, while the reverse drive utilizes

a reverse clamp band and planetary geartrain. The transmission oil is circulated andcooled through a separate external oil cooler

core, which is in turn cooled by the enginewater. Paragon transmissions are furnishedith either direct drive or reduction gears.Gear reduction ratios and correspondingmodel identification numbers are listed inSection I, under “SPECIFICATIONS”.

III. INSTALLATION

A. The installation instructions below are for

use when the original transmission has beenremoved for servicing and must be reinstalled, or when the transmission unitis to be adapted as non—original equip

ment to a marine engine.

B. It Is important that the engine and trans

mission rotations are matched. The direction of rotation of an engine is defined inthis manual as the direction of rotation

of the engine crankshaft as viewed from theoutput end of the transmission. A clockwise rotation of the engine is a right handrotation and a counterclockwise rotation ofthe engine is a left hand rotation.

A letter “B” or “L” appearing on thetransmission serial number plate illustrated in Section 1, “SPECIFICATIONS”,

indicates whether the transmission is foruse with a right or left hand rotating

engine.

C. The hydraulic transmission is attached tothe engine in the following manner:

1. Insert two 3—1/2” studs in oppositetransmission mounting holes in the

engine adapter plate.

2. Place the transmission against the studs

so that the studs go through two of thematching holes in the transmission

housing flange.

3. Slide the transmission along the studs

toward the engine so that the spline onthe shaft at the front of the transmission

enters the matching splined hole In theengine vibration dampener.

4. Install and tighten four bolts with lock—washers through the transmission

housing flange into the engine adapterplate. Remove the 3-1/2” studs. Installand tighten the two remaining boltswith lockwashers through the transmission housing flange.

D. The transmission and propeller shaft coupling must be carefully aligned before the

propeller shaft is connected to the transmission, in order to avoid vibration andconsequent damage to the transmission,engine, and boat hull during operation.To align the coupling, move the propellershaft, with attached coupling flange, towardthe transmission so that the faces of thepropeller shaft coupling flange and transmission shaft coupling flange are in contact. The coupling flange faces should beIn contact throughout their entire circumference, The total runout or gap betweenthe faces should not exceed .002” at any

point. If the runout exceeds .002”, reposi

tion the engine and attached transmission

by loosening the engine support bolts andadding or removing shims to raise or lower

either end of the engine. If necessary,

move the engine sideways to adjust therunout or to align the coupling flange

faces laterally. Tighten the engine support

bolts and recheck the alignment of thecoupling before bolting the coupling flangestogether. Connect the coupling flanges withbolts, lockwashers, and nuts.

E. Connect the oil cooler lines to the transmission.

F. Connect the shift control cable from thecockpit control station to the transmissioncontrol valve lever, shown in Figure onpage 5. Place the transmission controlvalve lever in the neutral position and

S

adjust the shaft control cable length until

the cockpit control station hand lever is

in the neutral position. Move the cockpit

control hand lever to forward and reverse

positions several times while observing the

transmission control valve lever motion.

The transmission control valve lever should

move fully into forward or reverse position

when the hand lever is moved into forward

or reverse position, and should returnexactly to the neutral position when thehand lever Is in the neutral position.

G. Remove the oil dipstick, shown in Figureon page 5, and fill the transmission withType A transmission fluid to the mark onthe dipstick. Replace the dipstick in thetransmission housing.

IV. OPERATION Starting Procedure

Principle of Operation

The transmission forward and reverse drives

are operated by transmission oil under pies-

sure. An internal gear type oil pump delivers

the transmission oil, under pressure, to the

external oil cooler. The transmission oil is

returned, still under pressure, to the oil

distribution tube and relief valve. The relief

valve maintains the oil pressure by remaining

clo3ed until the oil pressure reaches 60 PSI.

When the ‘:ontrol lever is shiftel to the

forward position, oil under pressure is de

livered to the multiple disc clutch piston,

which moves to clamp the clutch discs and

planetary reverse gear case together. The

discs and case then revolve as a solid cou

pling in the direction of engine rotation. The

reverse drive is engaged by shifting the

control lever to the reverse position, so that

oil under pressure is delivered to the reverse

piston. The reverse piston moves to clamp

the reverse band around the planetary gear

case, preventing the planetary gear case

from moving but allowing the planetary gears

to revolve to drive the output or propeller

shaft In a direction opposite to the rotation

of the engine. With the control lever in the

neutral position, pressurized oil Is prevented

from entering the clutch piston or reverse

band piston and the propeller shaft remains

stationary.

1. Always start the engine with the trans

mission in NEUTRAL to avoid moving the

boat suddenly forward or back.

2. When the engine is first started, allow It

to Idle for a few moments. Stop the engine

and check the transmission oil level. Add

oil if necessary to bring the oil level up

to the mark on the transmission dipstick.

NOTE

ON SUBSEQUENT START-UPS, THE

TRANSMISSION OIL LEVEL MAY BE

CHECKED BEFORE RUNNING THE

ENGINE, WHEN ENGINE OIL IS

CHECKED.

3. Start the engine agaln.with the transmission

in NEUTRAL, and allow the engine to warm

up to operating temperature.

4. Shift the transmission Into FORWARD or

REVERSE as desired. If the engine should

stall when the transmission is shifted to

FORWARD or REVERSE, place the trans

mission in NEUTRAL before restarting the

engine.

It Is recommended that shifting be done at

speeds below 1000 RPM, and preferably In

the 800 RPM, or idle engine range. to pro

long the life of the engine, transmission,

and boat. EMERGENCY shifts may be at

higher engine speeds. but this Is not a

recommended practice.

5:31

S .32

V. MAINTENANCE

A. Lubrication

The Models P200, P300 and P400 trans—missions are self—contained units. independent of the engine lubricating systems.The units are lubricated by pressure and bysplash from its own oil, The type of oilrecommended is “Transmission Fluid,Type A”, commonly used for automatictransmissions in automobiles.

The quantity of oil depends upon the angleof installation, as well as the reductionmodel, The level must be maintained atthe mark on the dipstick and should bechecked periodically to ensure satisfactory operation,

When filling for the first lime or refillingafter an oil change, cheek the level afterrunning for a few minutes to make certainthat the oil cooler and the various passages

COUPLINGFLANGE

are full, If necessary, refill to the markon the dipstick to ensure proper operationof the transmission. The transmission oillevel should be checked each time the engineoil level is checked, before running theengine.

The oil In the transmission should bechanged every 100 hours, or each seasonunder normal conditions. However, thenumber of hours that can be run betweenoil changes varies with the operating conditions. Drain plugs are located at thebottom of the reverse gear housing and thereduction gear housing.

B. Adjustments

No adjustment is necessary for the FORWARD drive multiple disc clutches, andthereverse band is self adjusting to compensate for lining wear, so that no externalreverse band adjustment is necessary.

OILDIPSTICK

SHIFTCONTROL

OILFILL

OILBREATHER

OILCOOLERRETURN

OIL TO COOLER

I

DRAINPLUG

C. Trouble Shooting Chart5.33

PROBLEM

GEAR INOPERATIVE

POSSIBLE CAUSES AND METHODS OF CORRECTION

Drive Shaft does not operatewith selector valve In forwardor reverse.

1. Low Oil Pressure.

2. High Oil Temperature

3. Reverse Band notengaging PlanetaryGear Cage.

4. Failure of PlanetaryAssembly.

5. Failure of ReductionGear.

a. Low oil supply. Add oil, refer tolubrication.

b. Faulty oil gauge. Replace gauge.Oil gauge slow to register, air orobstruction in oil gauge line. Cleanand bleed oil gauge line.

c. Plugged oil lines or passages.Clean lines or passages,

d. Oil pressure relief valve scoredand sticking. Remove relief valve.Clean valve and valve bore Incontrol valve housing with crocuscloth to free valve • or replace.

e. Defective pistons and oil distributorseal rings. Replace seal rings.

1. Defecttve oil pump. Check for wearand replace If necessary.

a. Low oil supply. Add oil, refer tolubrication.

b. Low water level in cooling system.Add water, and check for leaks.

c. Plugged raw water inlet screen.Clean screen.

d. Collapsed or disintegrated waterinlet hose. Replace hose.

e. Air leak in cooling water suctionline. Replace suction line.

f. Raw water pump Impeller won ordamaged. Replace Impeller.

g. Clogged or dirty oil cooler element.Remove and clean

a. Reverse band lining worn out.Replace lining.

b. Defective reverse piston “0” rtng.Replace “0” ring.

Remove gear case assembly, and checkfor defective or damaged pafls. Replacedefective or damaged parts.

Remove reduction gear assembly andcheck for defective or damaged parts.Replace defective or damaged parts.

S. 34

C

S

PROBLEM POSSIBLE CAUSES AND METHODS OF CORRECTION

GEAR DRAGGI:NG

Drive Shaft rotates eitherforward or reverse with Forward clutch plates warped andSelector Valve in neutral 1. Defective forward sticking. Remove clutch plates andposition. Clutch Plates, replace.

2. Defective forward Forward clutch piston release springClutch Piston Release broken or weak. Replace spring.Spring.

3. Binding in Planetary a. Bearings and gears worn excessivelyAssembly. in gear case, Replace necessary

parts,

b. Injit shaft bearings worn excessively,causing misalignment of Input shaft.Replace necessary parts.

GEAR SUPPING OR SLOW TOENGAGE

With Selector Valve in forwardor reverse position. 1. Low Oil Pressure. See “Gear InoperatlveV (1).

2. Worn forward Clutch Remove forward clutch plates and checkPlates, for wear excessively, replace clutch

plates.

3. Reverse Band not See “Gear Inoperative”, (3).engaging Gear Case.

INTERNAL AND EXTERNALLEAKS l Water in Lubricating a. Hole In oil cooler element permitting

Oil. water to seep into oil compartment.Replace oil cooler element,

b. Oil cooler gaskets. Check gasketsand replace.

2. Excessive Oil inEngine Crankcase or Defective front end plate oil seal.Flywheel Housing. Replace oil seal.

3. Oil on Exterior ofMarine Gear, a. Oil seeping from breather. Check

for too high oil level.

b. Defective rear end oil seal. Replaceoil seal.

4. Loss of Oil fromTransmission, a. Check for defective gaskets and

seal,

3.35

WARNER HYDRAULIC

DESCRIPTION

Westerbeke Four-107Engines are also furnished with Warnerhydraulic direct drive and reductiongear assemblies.

The direct drive transmission consistsof a planetary gear set, a forwardclutch, a reverse clutch, an oil pump,and a pressure regulator and rotarycontrol valve. All of these are contained in a cast iron housing along withnecessary shafts and connectors, toprovide forward, reverse and neutraloperation. A direct drive ratio is usedfor all forward operation. In reverse,the speed of the output shaft is equal toinput shaft speed, but in the oppositedirection. Helical gearing is used toprovide quieter operation than can beobtained with spur gearing.

Oil pressure is provided by the crescent type pump, the drive gear ofwhich is keyed to the drive shaft andoperates at transmission input speedto provide screened oil to the pressureregulator.

From the regulator valve the oil isdirected through the proper circuitsto the bushings and anti-friction bearings requiring lubrication. A flow oflubricant is present at the requiredparts whenever the front pump is turning and it should be noted that supplyis positive in forward, neutral andreverse conditions.

The unit has seals to prevent escapeof oil.

Both the input and output shafts arecoaxial, with the input shaft splinedfor the installation of a drive damper,and the output shaft provided with aflange for connecting to the propeilershaft.

CONTROL LEVER. POSITION

The position of the control lever ontransmission when in forward should

be shifted to the point where it coversthe letter “F on the case casting, andis located in its proper position by thepoppet ball. The Warranty is cancelledif the shift lever poppet spring and/orball is permanently removed, or if thecontrol lever is changed in any manner,or repositioned, or if linkage betweenremote control and transmission shiftlever does not have sufficient travel inboth directions. This does not apply totransmissions equipped with WarnerGear: electrical shift control.

LUBRICATION

The properties of the oil used in thetransmission are extremely importantto the proper function of the hydraulicsystem. Therefore, it is extremelyimportant that the recommended oil,automatic transmission fluid (ATF),Type A” be used.

PROCEDURE FOR FILLINGTRANSMISSION WITH OIL

When filling the transmission, oilshould be added until it reaches thefull mark on the dipstick. The quantity of oil depends upon the angle ofthe installation. The unit should beturned over at engine idle speed for ashort time in order to fill all circuits,including the cooler and cooler piping.

PROCEDURE FOR CHECKING OILLEVEL

The oil level should be checked immediately after shutting off engine andsufficient oil added to again bring thetransmission oil level to the full markon the dipstick assembly. The dipstickassembly need not be threaded into thecase to determine the oil leveL itneed only be inserted into the caseuntil the cap or plug rests on the surface surrounding the oil filler hole.

The transmission should be checkedperiodically to assure proper oil level,and oil should be added if necessary.

S.36

CHANGING OIL

It is recommended that the transmission oil be changed once each season.After draining oil from the unit, theremovable oil screen should bethoroughly cleaned before refillingthe transmission with the recommended oil (ATF) Type “A’.

REDUCTION GEAR BOX

The reduction gear box operates inconjunction with the direct drive unit.The reduction gear box consists of aplanetary gear set which reduces theinput revolutions to a fixed ratio.

It is recommended that all installations using a reduction gear have asuitable locking device or brake toprevent rotation of the propeller shaftwhen the boat is not under direct propulsion. U the marine gear is not inoperation and the forward motion ofthe boat causes the propeller shaft torotate, lubricating oil will not be circulated through the gear because theoil pump is not in operation. Overheating and damage to the marine gearmay result unless rotation of the propeller shaft is prevented,

Except in an emergency, shift fromforward to reverse drive throughneutral at engine speeds below1000 rpm to prevent damage to theengine, or marine gear.

4

SHORT PROFILE SAILING GEAR1. Description

1.1 Brief description

The Short Profile Sailing Gears are equipped with a positivelydriven, mechanically operated helical gearing system. Theservo—operated multiple—disc clutch requires only minimumeffort for gear changing, making the transmission suitablefor single—lever remote control via a rod linkage, Morse orBowden cable.

The torque transmission capacity of the clutch is exactly rated,preventing shock loads from exceeding a predetermined value andthus ensuring maximum protection of the engine.

The transmission units are characterized by low weight and smalloverall dimensions. The gearbox castings are made of a high-strength, corrosion—resistant aluminum alloy, chromized forimproved sea water resistance and optimum adhesion of paint.

The transmissions are immersion—lubricated. Maintenance isrestricted to oil level checks (see “Maintenance”)

SHIFT LEVERRETAINING SCREW

r1iI I

L1 $:

5.41

AIR VENT HOLE

FLYWHEEL END

PROPELLER END

S .42

1.2 Gear casing

The rotating parts of the HBW transmission are accomodated in an oil-tight casing

divided into two halves in the plane of the vertical axis. Amply dimensioned cool

ing ribs ensure good heat dissipation and mechanical rigidity.

An oil filler screw with dipstick and an oil drain plug are screwed into the gear

casing. The filler screw is provided with a breather hole.

The shaft for actuating the multiple-disc clutch extends through a cover on the

side of the gear casing.

1.3 Gear sets

The transmission is equipped with shaved, casehardened helical gears made of

forged low-carbon alloy steel. The multi-spline driving shaft connecting the trans

mission with the engine is hardened as well.

The driven shaft (propeller side) of the transmission is fitted with a forged coupling

flange.

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9

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Li

S.43

1.4 Multiple-disc clutch including operation — power train

The engine torque is applied to the input shaft (36) in the specified direction ofrotation and, in shifting position A (see item 1.2). via gear (44), the frictionallyengaged clutch discs (51 and 52) to the external disc carrier (57) and from therevia the guide sleeve (59) to the output shaft (66).

In shifting position B (see item 1.2). the torque is transmitted from the inputshaft (36) via intermediate gear (26), gear (65), clutch discs (51 and 52) to theexternaL disc carrier (57), the guide sleeve (59) and the output shaft (66).

— Function

The transmission uses a positively driven, mechanically operated multiple-discclutch system mounted on the output shaft.

The thrust force required for obtaining positive frictional engagement between theclutch discs is provided by a servo system. This essentially comprises a number ofballs which, by the rotary movement of the external disc carrier, are urged againstinclined surfaces provided in pockets between the guide sleeve and the externaldisc carrier and in this manner exert axial pressure. The thrust force and, as aresult, the transmittable friction torque are thus proportional to the input torqueapplied. Due to the cup springs (48) supporting the clutch disc stack and a limitation of the range of axial travel of the external disc carrier (57), the thrust forcecannot exceed a predetermined value, so that the torque transmission capacity ofthe clutch is limited.

The actuating sleeve (60) is held in the middle position by spring-loaded pins. Toinitiate the shifting operation, the actuating sleeve (60) need merely be displacedaxially by a shifting fork until the arresting force has been overcome. Then theactuating sleeve (60) is moved automatically by the spring-loaded pins, while theexternal disc carrier, which follows this movement, is rotated by the frictionalforces exerted by the clutch discs, and the shifting operation is completed as described above.

Output

/_ _/ /‘45 /44 £48 Lsi —52’--57 L —sg

S .44

1.5 Shaft bearings

Both the input and the output shafts are carried in amply dimensioned taper rollerbearings.

The intermediate gear and the movable gears are carried in sturdy needle rollerbearings.

1 .6 Shaft seals

External sealing of the input and output shafts is provided by radial sealing rings.The running surfaces on the shafts are casehardened.

1.7 Lubrication

The transmissions are immersion-lubricated. The bearings are generously suppliedwith splash oil and oil mist.

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5.45

2. Installation

2.1 Delivery condition

For safety reasons, the gearbox is NOT filled with oil forshipnent. The actuating lever is mounted on the actuatingshaft -

Before leaving the factory, each transmission is subjected to a test run with theprescribed ATF oil. The residual oil remaining in the transmission after drainingacts as a preservative and provides reliable protection against corrosion for at least1 year if the units are properly stored.

2.2 Painting the gearbox

Before painting the gearbox, take care to remove any oil films by means of suitable agents (e.g. HST safety cleansing fluid).

Always cova the running surfaces and sealing lips of the radial sealing rings onboth shafts before painting. Make certain that the breather hole on the oil fillerscrew is not closed by the paint. Indicating plates should remain clearly legible.

2.3 Connection of gearbox with engine

A torsio—elastic damping plate between the engine and thetransmission is to compensate for minor alignment errorsand to protect the input shaft from external forces andloads. Radial play should be at least 0.5mm.

2.4 Suspension of engine-gearbox assembly in the boat

To protect the gearbox from detrimental stresses and loads, provision should bemade for elastic suspension of the engine-gearbox assembly in the boat or craft.

The oil drain plug of the gearbox should be conveniently accessible.

2.5 Position of gearbox in the boat

The inclination of the gearbox unit in the direction of the shafts should not permanently exceed an angle of 20 degrees (see illustration).

The gearbox can also be mounted with the output shaft in the upward position.Interchange the oil dipstick and the oil drain plug in this case.

S • 46

A:

Gear changing requires only minimum effort. The gearbox is suitable for singlelever remote control. Upon loosening the retaining crew, the actuating lever (seeillustration) can be moved to any position required for the control elements (cableor rod linkage). Make certain that the lever does not contact the actuating levercover plate (9): the minimum distance between lever and cover should be 0.5 mm.

The control cable or rod should be arranged at right angles to the actuating leverin the neutral position of the lever.

The shifting travel, as measured at the pivot point of the actuating lever, betweenthe neutral position and end positions A and B should be at least 35 mm for theouter and 30 mm for the inner pivot point.

A larger amount of lever travel is in no way detrimetal.

However, if the lever travel is shorter, proper gear engagement might be impededwhich, in turn, would mean premature wear, excessive heat generation and resulting damage.

2.6 Operation of gearbox

0

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S

A

Minimum shifting movementfor Bowden cable

Clamping screw to Detiitened to torqueof 18 Nm

S.47

Oil dipstick andoil filler screw17mm width across flats

A

VMm. distance ofactuating lever 0.5 mm

Dipstick

The position of the cover plate underneath the actuating lever is factory-adjustedto ensure equal lever travel from neutral position to A and 8.

When installing the gearbox, make certain that shifting is not impeded e.g. byrestricted movability of the Bowden cable or rod linkage, by unsuitably positionedguide sheaves, too small bending radius, etc.

2.7 Engine-gearbox compartment

Care should be taken that the engine-gearbox compartment is properly ventilated.

3. Operation

3.1 Initial operation

Fill the gearbox with oil of the recommended grade (see items 4.1 and 4.2). Theoil level should be the index mark on the dipstick (see illustration).

F

Correct readings up to20° inclination indirection of shafts

T

_____

— orDexron II

To check the oil level, just insert the dipstick, do not screw in. Retighten thehex screw with the dipstick after the oil level check.

Oil level

S .48

3.2 Operating temperature

The max. permissible temperature of the transmission oil is 130 °C.

3.3 Operation of gearbox

Shifting is initiated by a cable or rod linkage via the actuating lever and an actuating cam. The completion of the gear changing operation is automatic and cannotbe influenced by external control. The actuating lever is mounted on an actuatingshaft and fixed by means of a retaining screw.

Gear changing should be smooth, not too slow, and continuous (without interruption). The multiple-disc clutch permits gear changing at high engine rpm, including sudden reversing at top speeds in the event of danger.

3.4 Operation without load

Rotation of the propeller without load, e.g. while the boat is sailing, being towed,or anchored in a river, as well as idling of the engine with the propeller stopped,will have no detrimental effects on the gearbox.

Locking of the propeller shaft by an additional brake is not required, since locking is possible by engaging the reverse gear.

3.5 Lay-up periods

If the transmission is not used for periods of more than 1 year it should be completely filled with oil of the same grade to prevent corrosion. Protect the inputshaft and the output flange by means of an anticorrosive coating if required.

3.6 Preparation for re-use

Drain the transmission of all oil and refill to the properlevel with the prescribed oil.

4

S.49

4. Maintenance

4.1 Transmission oil

To ensure trouble-free operation of the clutch1 only use oil of the recommendedtype.

Under no circumstances should the oil contain any additives such as molybdenumsulphitt

We recommend commercial Automatic Transmission Fluid (ATF), Type Aor Dexron TI.

4.2 Oil quantity

118W 5 approx 0.4 ltrHBW 10 approx 0.6 ltr118W 20 approx 0.8 ltrUse the index mark on the dipstick as a reference.

4.3 Oil level checks

Check the oil level in the transmission daily. Correct

oil level is the index mark on the dipstick (see item 3.1)

Always use the same oil grade when topping Up.

4,4 Oil change

Change the oil for the first time after about 25 hours of operation, then at intervals of at least 1 year.

4.5 Checking the Bowden cable or rod linkage

The Bowden cable or rod linkage should be checked at shorter time intervals.The minimum lever travel from the neutral position to operating positions(0—A = 0—B) should be 35 mm for the outer and 30 mm for the inner pivot point.Make certain that these minimum values are safely reached. Check the cable orrod linkage for easy movability (see item 2.9).

4.6 OVERHAUL

Disassembly of the transmission in the field is not recom

mended. If an overhaul or repair is needed, the work should

be done by Westerbeke or an authorized Westerbeke service

center.

S

CONTENTS

Controls:

GENERATOR SETS

SECTION T

PAGE

Manual Starter Disconnect (Toggle Switcnes) T.1.2

Type VU Generator T.45

T.1.2

MANUAL STARTER DISCONNECT (TOGGLE SWITCHES)

5CHEMATC WAGRAM

0

0START

•0

T. 1.3

MANUAL STARTER DISCONNECT (TOGGLE SWITCHES)

GENERAL:

This manually controlled series of Weaterbeke marint diesel generatorsis equipped with toggle switches on the engine control pare] and.optionally, at remote panels. The following instructions and methodsof correcting minor problems apply only to such toggle switch controls.

All three switches are momentary_contact type and serve the followingfunctions:

1. Preheat: The PREHEAT/DEFEAT toggle switch is a double pole,single throw switch. The switch serves two purposes: preheating the engine for easy starting and defeating or bypassing the engine protective oil pressure switch. Thedefeat function turns on the fuel solenoid, instrument power,and alternator excitation.

2. Start: The START/DEFEAT toggle switch is i double pole,single throw switch. The switch *lso serves two purposes:statinq the engine and defeating or by-passing the oilpressure switch. The latter pole serves the sane functionas in the preheat switch.

3. Stop: The STOP toggle ;witch is a single pole, single thrD,normally closed switch. Thic switch provides power to thefuel scienoid, instrument cluster, and alternator excitation,after the oii pressure switch has closed upon starting.Opening of this switch opens the power circuit to the fuelsolenoid, thus stopping the flow of fuel to the engine andstopping the engine.

ENGINE OPERMION:

1. Preheat: Depress the PREHEAT switch. The voltmeter, panellights, gauges and meters and fuel solenoid will activate.The PREHEAT switch should be depressed for twenty seconds inconjunction with therrnostarts (installed in intake manifold)and forty to sixty seconds in conjunction with glowplugs.

Start: Wh.ile still depressing the PREHEAT switch, depressthe START switch. This will engage the start solenoid.Panel power and the fuel solenoid will be activated. Uponengine firing, release the start switch. Do not release thePREHEAT switch until oil pressure reaches 15 psi. Then aslong as the high water temperature and low oil pressure protective circuit does not activate, the set will remainenergized and continue to run.

3. Stoo: Depress the STOP switch to stop the engine. Thisopens the power feed to the fuel solenoid, stopping the fuelflow to the engine. It must be depressed until the generatorstops rotating.

T. 1.4

REMOTE ENGINE OPERATION:

For remote operation of the generator system, the same three switchesare used. The PREHEAT & START switches are connected in parallelwith the local panel switches and serve the same functions as in thethe local panel. The STOP switch is in series with the local panelSTOP switch, and serves the same functions as in the local panel.The generator may be stopped from local or remote positions.

AC GENERATORS:

Once the diesel generator sets have been placed in operation, thereis little or no control adjustment required by the A.C. Generator.When starting the generator, it is always a good plan to switch offall A.C. loads, especially large motors, until the engine has comeup to speed and, in cold climates, starts to warm up. These precautionswill prevent damage by unanticipated operation of A.C. machinery andprevent a cold engine from being stalled.

OVESPEED: (If equipped with this option)

If the engine governor loses control and the engine speed accelerates,a relay is actuated that dc-energizes the fuel solenoid and stopsthe engine. A red light on the panel illuminates and remains lighted.To extinguish the light, reset the overspeed relay by depressing theengine STOP switch. When the reason for the overspeed shutdown iscorrected, the engine is ready to be restarted.

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T. 1.5

CIRCUIT PROTECTION:

TROUBLESHOOTING

MANUAL STARTER DISCONNECT (TOGGLE SWITCHES)

The engine controlbreaker located on theAn additional circuitwhen this solenoid istion pump has solenoid

engine as close as possibreaker is located at theused. (This solenoid isincluded.

reset circuitble to the power source.fuel solenoid (P/N 230U)

not used on WTO as iniec

Manual control (toggle switch) troubleshooting.

Veni N cation

• Check swi tch and/orbattery connections

1. Reset breaker if opensagain, check preheatsolenoid circuit and‘run’ circuit forshorts to ground.

2. Start depressed,no panel indications,fuel solenoid notenergized. Startsolenoid not engaged.

a- Battery switchor power not on

b. 20 amp circuitbreaker tripped

• Check ;wtch and/ornattery connections

1. Reset breaker. f c’penagir check start solenoid circuit and “run”circut for shorts togrourd

3. Start depressed,panelindications O.K. Startsolenoid O.K. Fuel solenoid not functioning.

4. No ignition,cranksdoesn’t start. Fuelsolenoid energized.

a. Fuel solenoid(P/N 23041)return spring

b. Stop switchfai lure

c. Fuel injectionpump failure

1. Check mechanical posiit tioning of fuel solenoid

for p1unger bottoming2. Reset breaker and repeat

start cycle3. If repeated tripping,

check for defectivebreaker fuel solenoid.

1. Check for fuel togenerator system

2. Check for air in fuelsystem (bleed system)

3. Fuel lift pump failure

1. Stop engine by freeingfuel pump lever. Thatfailing, shut off fuelcheck fuel solenoid linkage and repair for freemovement

1. Disconnect power leadsthru stop switch. Testswitch for proper operation by continuity test.

1. Stop engine with fuelline shut off

system is protected by a 20 Amp manual

Nature of Trouble

1. Preheat depressedno panel indications,fuel solenoid notenergized.

Probable Cause

a. Battery switchor power not on

b. 20 AMP circuitbreaker tripped

a. Fuel solenoid(P/N 23041) circubreaker tripped

a. Faulty fuelingsystem

5. Failure to stop

1.1.6

6. Engine stops a. Low oil pressure 1. Check oil, fresh wateror overheated and sea water cooling.

b. Low oil pressure 1. Check for satisfactoryswitch fails to operation with switchclose bypassed.

c. High water tempera— 1. Same as above.ture switch open attoo low a temperature

d. Switch and wiring 1. Inspect all wiring forloose connections andshort circuits

7. Not chargirg a. Alternator drive 1. Check drivebelt and itsbattery tension. Be sure alter

nator turns freely.Check for loose connections.

b. Rec’,ular jnit and 1. With engine running.alternator momentarily connect 8±(“MA’ series only) to field. A good alterna

tor will produce a highcharge (ED amps). If norespon, replace alternator.Check for shorting of alternator output connectionsto ground.

8. Battery runs dow:r a. Oil pressure switch 1. Observe if gauges and panellight are on when engine isnot running. Test the normally open oil pressureswitch by disconnecting onelead. If lights go out, replace oil pressure switch.

h. High resistance leak 1. Check wiring. Insert sen—to ground. sitive (O-.25 amp) meter

in battery lines. (Do notstart engine). Remove connections and replace untilshort is located.

c. Low resistance leak 1. Check all wires for tern—to ground perature rise to locate

fault.

d, Alternator 1. Disconnect alternator atoutput, after a good battery charging. If leakagestops, replace alternatorprotective diode plate.That failing, replace alter-no tor.

T.45

&NCiNE(& ERA1ORAlT APT ER

YD GENERATORS

AC GENERATOR DESCRIPTIONThe YD generators beginning with Spec AA (Figure 1)are four-pole, revolving field. brushiess exciter.reconnectible models of drip-proof construct’oi.Generator design includes both single and three-phase. 60 and 50 hertz type generators. The generatorrotor connects directly to the engine crankshaft with atapered shalt and key. The generator s fastened tothe engine by the rotor-through-stud which passesthrough the rotor shaft: it has a nut on the outside ofthe end bell A centrifugal blower, on the front end ofthe rotor shaft, circulates the generator cooling airwhich is drawn in through the end bell cover anddischarged through an outlet at the blower end

A ball bearing in the end bell supports the outerend ofthe rotor shaft. The end bell and generator statorhousing are attached by four-through-studs whichpass through the stator assembly to the engine-generator adapter. The brushless exciter statormounts in the end bell while the exciter rotor and itsrotating rectifier assemblies mount on the generatorrotor shaft,

F’’ and F- are from the exciter field winding and are

E25iNGLE-

TO VOLTAGE 0J;T12j

l/ jT45& THREE

9X THREE PHASE T1231 T1T3,/ pHASE

FiGURE 2 SINGLE AND THREE PHASE GENERATOR

SCHEMATIC (COMPOSITE)

BRUSHLESSXCiTER ROTOR

ExCiTER STATOR

TO 38 FT. LBS.

FIGURE 1, GENERATOR (SECTIONAL VIEW)

L46

connected to the output terminals of the voltageregulator Leads 1 and 2 are connected to the statorwindings and provide reference voltage and inputpower to the voltage regulator These five leads areconnected at the factory

Figure 2 is a composite illustration showing tour output leads forsingle-phase units, 12 output leads for 3-phase broad range units,and touroutpul leads for code 9E 3-phase 347/600 volt generators.

GENERATOR OPERATIONThe basic operation of the generator and voltageregulator involves the stator, voltage regulator, exciter field and armature, a full wave bridge rectifier,and the generator rotor, Figure 3. Residualmagnetism in the generator rotor and a permanentmagnet embedded in one exciter field pole begin thevoltage build-up process as the generator set startsrunning. Single-phase AC voltage, taken from one ofthe stator windings, is fed to the voltage regulatoras areference voltage for maintaining the generator output voltage. The AC reference voltage is converted toDC by a silicon controlled rectifier bridge on thevoltage regulator printed circuit board and fed intothe exciter field windings. The exciter armatureproduces three-phase AC voltage that is converted toDC by the rotating rectifier assembly. The resultantDC voltage excites the generator rotor winding toproduce the stator output voltage for the AC load.

The generator rotor also produces AC voltage in thecharging winding of the stator which is converted todirect current for battery charging.

VOLTAGE REGULATORThe line-voltage regulator (VR22 or VR23) on theSpec AA J-Series generator sets is an all solid statedevice; that is, no relays or tubes are needed. Basiccomponents of the voltage regulator are;

• Printed circuit board VR21• Voltage reference transformer T21• Commutating reactor CMR21• Field circuit breaker CB21• Voltage adjust rheostat R22 (Optional)

Figure 4 shows the above components and voltageregulatorwiring diagrams for typical control boxes onelectric generating sets. The electrical schematic andprinted circuit board are shown in Figure 5.

The voltage adjust rheostat (R”) is optional onyR’2 or VA’3 voltage regulator assembly. Whenused, it is connected between yR’- and(Figure 5) and the jumper between VR’-’ and(Figure 4) is removed.

INSTALLATION AND RECONNECTIONCAPABILITIESYD generators have the capability of being operatedin a number of different voltage connections, and atdifferent voltages in a single connection. The connections and voltages which can be obtained from a givengenerator are defined by the generator voltage codeon the nameplate and listed in Figure 6.

To prevent generator damage, do not atternto operate a generator with a given voltage

code in any connection or at any voltage not listed for that voltagecode.

NOTE 1. When connecting the generator output leads for a new ordifferent connection or when the operating voitage of a singlevoltage connection Is to be changed, be sure that lumper wire Wi 0on VR’ is properly connected from terminal V4 to V’, V, or V’ aslisted in Figure 6 to provide the correct reference voltage.

NOTE 2. connect the wire from lranstormert”-X’ to terminal VR”for code -53C and -518(50 Hertz) generators. connect T”-X’ to

yR”-t for code -3C, -18. and -9X (60 Hertz) generators, Connect therest of the wires on the voltage reguiatorassembly according to thewiring diagram and wiring tabulation chart which applies IC yourgenerator set.

Generator sets without a control panel or

switchboard containing AC instruments such asvoltmeters, ammeters, running time meter, frequency

meters, and line circuit breakers are shipped from the

factory with the AC output leads separated in the

output box. On generator sets with switchboardscontaining AC instruments, the AC output leads are

wired as specified on the customer’s purchase order

to deliver only the voltage specified.

FiGURE 3. EXCITATiON BLOCK DIAGRAM

C

4

SeitherR is

T.47

CMR2I1

H2500aC

VOLTAGEADjuST

RHEOSTAT

12-

- El

CMR2I

L_

NOTE: The 2500ohm external voltage adjust potentiometer Connects between pin and pin 3. See regulatorschematic. If your set does not have an externalvoltage adjust potentiometer, pin P is jumpered topin 2. See Figure 4.

REGULATOR SCHEMATIC

REF.DES. DESCRIPTIONId Integrated Circuit01 Transistor-NPNT21 Transformer, Reference VoltageCMR2 I Commutating ReactorR27 Potentiometer W,W. 8K-OhmR26 Potentiometer W.W. 2.5K-OhmR25 Resistor-Film 42.2K-Ohm, I 4WR24 Resrstor-Flm 46.4K-Ohm 1.4WR23 Resistor 0-Ohm, l2WR22 Resstor 820-Ohm, 2WR2 I Resistor-Film 2.67K. I /4WR20 Resistor-Film P.53K, I /4WR]9 Resistor-Film 3,09K, /4WRIB Resistor-Film 28.0K, /4WRIo Resistor 8.2K-Ohm, 1/2WR15,l7 Resistor 80K-Ohm, /2WR14 Resistor 2700-Ohm, /2WRI 3 Resistor-Fi rn 12. I K-Ohm. I 4WR1112 Resistor-Wire Wound 4K, SWR9 Res,stor I MEG Ohm. I. 2Y.RB-ID Resistor lOOK-Ohm, /4WRi Resistor 270K-Ohm, -‘2WR6 Resistor-Film 74K-Ohm ‘4WRS Resistor 2 MEG Ohm. /2wR4 Resstor 3K-Ohm, i’2W

—-

R3 Resistor 330K-Ohm. I /2WR2 Resistor 220K-Ohm, 1/2WRI Resistor 33K-Ohm, I /2WCR17 Trans istor-IJnijunctionCR13.16 — Rectifier-Gate ControlCR12. 14, 15 Rectifier-DiodeCR5 Oiode-Zener ISVCR3.4. 611 Rectifier-Diode 400MA 400%’CR? Dode-Zerter 20%’CR1 Diode-Zener 5,6%’C 10 Capacitor .4IMFD 400VC9 Capacitor .39MFD IOOVCS Capactor I MFD boyC4, CS Capacitor - IMFD 200%’C3, C7 Capacitor .22MFD 200%’C2, C6 Capacitor .47MFD IOOVCl Capacitor-Electrolytic IOOMFO ICy

PRINTED CIRCUIT BOARD, VR2I

HEATSINK

FIGURE 5. VOLTAGE REGULATOR PRINTED CIRCUIT BOARD

T.48

LOAD TO

GENERATOR CONNECTIONWIRING DIAGRAM

CONNECT XI TO VR2I-S FOR

SOHERTZ CONNECT XI TO

VR21-6 FOR 60 HERTZ

GENERATORS.//i

/L/

/4/

/ GENERATOR CONNECTION7

//SCHEMATIC AGRAM

/i//1/ / t/o

A S C A S C3C 120/240 I 60 VI

LI LI LI L2 LI LO 14— rvrL , LI

ELI fA AA TA!S3C 120/240 I 50 VI

12

115/230 50 VI T3 LO

T4 14110/220 50 V3 14 Li Li

TI 12 13 14 II 13 12 14 TI 12 13 14

LO LI L2 L318 20/200 3 60 VI LI L2

Iii III TB’27/220 3 60 Vi

139/240 3 60 V4 TiT2-I

AAAA—— UI I-I

Sb 110/190 3 50 VI 1615

12115/200 3 50 Vi

20/200 3 50 V3 a L3 T4 T516110 111112 II 17 1218 13 19127/220 3 50 V4

LI LiLO LI LI

8 240/416 3 60 VI TI254/440 3 60 VI

I_T4 IS )277/4 3 60 V4

110 -

518 220/380 3 50 VILO

/ f/il

——— UI

3..

W 1230/400 3 50 VI

240/416 3 50 V3 I

254/440 3 50 V4 LI110111112 Ii 14 17 12 15 18 13 16 19

48 120/240 3 60 VI

— T91ljTI

w

LI

AAAAAA518 110/220 3 50 VI C

— .4

L

91

10115,230 3 50 Vi T

12919,

20/240 3 50 V3 L2 14 17 12 110 15 TB 13 III 16 fl II III

LI Li8 20/240 I 60 VI 16 LI

I— —

— .4910 15

AAAAA1091

518 110/220 I SO VI

217-It TI

115/230 I 50 Vi z

S120/240 I 50 V3 TB LI 12 14 17 III TI 16 13 15 18 110 fl 111

4 16- I18 120 1 60 VI

—-I

— TirIO ¼ I.

LI

j I.4 i , 10 141110

51! 110 I 50 VI S

TI 17 16 113 13 1915 III 14 11012 18

ITS I 50 Vi4 1C IC20 I 50 V3 • Li

L LI L3 LOLI

•

12

91

9X 347/600 3 60 V4

JI3 TO0

1352°C, L3

C

S

FIGURE 6. GENERATOR WIRING AND RECONNECTION DIAGRAMS

TA9

VOLTAGE RECONNECTION WITH OPTIONAL INSTRUMENTSThe optional AC instruments on the control panel(such as voltmeters, ammeters, transformers, andrunning time meters) are intended for use withspecific nameplate voltages. Control componentsmay have to be changed to match new current ratingswhen field reconnection for other voltage codes orvoltages are made.

Under no circumstances shall the generator be connected In any

other manner than shown In FIgure 6.

Severe dam.ge will result If leads are Incorrectly connected or

Improperty Insulated. Use extreme care In checkIng leads to assure

proper connections.

GENERALThe adjustment and test procedures herein arereferenced in the generator troubleshooting tables,pages 16-20 The following information is needed byservicemen to effectively service or repair J-seriesgenerators beginning with Spec AA.

[A]VOLTAGE CALIBRATION ADJUSTMENT

The calibration adjustment is made using an accurateAC voltmeter to observe generatoroutputvoltage andto set the correct no load voltage. If voltage regulatorVR2’ printed circuit board has been replaced, it maybe necessary to make a calibration adjustment. Toobtain the correct output voltage, proceed as follows:

1. If set has a voltage adjust potentiometer (A22) onthe meter panel, set pointer halfway betweenminimum and maximum positions.

2. With unit running at no load, turn generatorvoltage potentiometer R on VR2’ (Figure 4)clockwise to increase output voltage; turn H26counterclockwise to decrease output voltage.

[B]VOLTAGE STABILITY ADJUSTMENT

Voltage stability is set at the factory, but if printedcircuit board yR21 has been replaced or if dampingpotentiometer R27 has been unnecessarily adjusted itmay be necessary to reset stability. Set stability asfollows:

1. With generator set running at no load, turnpotentiometer H2’ (Figure 4) to a position wherevoltage tends to be unstable or hunt.

2. Turn A” clockwise slowly until voltage firststabilizes. This setting will result in stable voltageunder all conditions in maximum voltageregulator response time.

VOLTAGE REGULATOR CHECKOUT

The solid state voltage regulators (VR’) can be

checked out on the bench for proper operation or

location of faulty components. The following test

equipment (one-each) is required for a proper

checkout.

REF. DESIGNATION TEST EQUIPMENT

S SwitchCMR21 ReactorF Fuse, 5 AmpsTi Transformer, Variable 2 Amp 0-150VV2 Voltmeter, DC ± 2% of Full Scale 3,

Scale 0-50 and 0-1SOV and 0-1OVVi Voltmeter, AC ±2% @ 1OVAC, 1% ® 150VRi Resistor, 100-Ohm 400 WT21 Transformer, Input 315-0386

Bench Check:

1. Remove voltage regulator from unit according toprocedure given for voltage regulator replacement.

2. Referring to Figure 7 and Table 1, connect testequipment to the printed circuit board VA”terminals as follows:

T.50

ADJUSTMENTS AND TESTS

[D]

CONNECT FROM TO

Jumper VR21-V1 VR21V4Jumper VR21.1 VR21-2Lead CMR2I-1 VR21-1OLead CMR21-4 VR2I-9Lead T21-X1 VR21-6Lead T21X2 VR214AC Voltmeter Across T21441 & H2DC Voltmeter Across CR21-7 & 8VARIAC Across T21H1 (tused)

and H2

3. Open switch in 120 VAC supply to VARIAC.4, Plug VARIAC into 120 VAC source.5. Proceed with checkout according to steps in

Table 1.

[E]FLASHING THE FIELDThe following procedure is used for momentarilyflashing the exciter field with a low voltage whichrestores the residual magnetism in the alternatorrotor. Flashing the field is usually necessary wheninstalling a new brushless exciter stator woundassembly, but seldom is necessary under othercircumstances. Always check generator residualvoltage at terminals 1 and 2 to be certain whether ornot flashing the field s necessary. Generator residualvoltage should be at least 20 VAC at rated speed. Ifresidual is too low and the output voltage will notbuild up, flash the field as follows:

1. Locate terminals 7(—) and 8(t) on voltage

TABLE 1, VOLTAGE REGULATOR CHECKOUTV1 AC INPUT VOLTAGE

12 CC 0UTPT VOlTAGE

T.51

(>= LESS THAN) (<=MORE THAN)

STEPTTEST MAlt PROCEDURE RE0U IREWENTS

I RUILOIJP SETV1TD2SVAC V2SNALLIS’I2VCC

SET POT Rfl TO 110102 CALIRRATImI SET V1 TO 120 VAt

V2 RETREEN 50—20 VOC

A, SET V1 TO 123 VAt V SNAIL BE < 30 ICC3 MANGE

I. SET V1 TO 125 VAt V2 514*11 RE < ID VOC

A- SET Vj TO 115 VAC 13 SMALL BE > IS VOC4 RANGE

I. SET V1 TO II? VAt V3 SHALL IC > MO VOC

RAEVOLTAGE

SET V1 TO ISO I V < IC VOLTS

SET Vj SO Vt IS NEAR RAEIfl V1 51404110 CROP TO < SO VOLTSI CARPING RAP 012 TURN POT RU FR FULL ThEN RI SE TO CR1 GINAL VALUE -

COUNTER CLOCRIISE POSITION TO FULLTO

VR2 I

1

21

I who JuMPER

H2

cMR2 I

“4 1-09REACTORCOM.

j WIG JUMPER

calM.

a’+DcOuTPuT

RI 2 VoLTMETER

L J

FIGURE 7. VOLTAGE REGULATOR CHECKOUT TEST EQUIPMENT CONNECTIONS

T.52

regulator printed circuit board (VR2).

2. Use a six volt dry cell battery with two clip leads, a12 amp DC, 300 volt avalanche diode, and a 10-ohm resistor as shown in Figure 6. If a six voltbattery is not available, a 12 volt automotivebattery can be used by increasing the 10-ohmresistance to 20-ohms; or a 24 volt automotivebattery can be used by increasing the resistance

to 40-ohms

A series resistor MUST be used to protect themeter. Polarity must be observed.

3. After starting engine, touch positive (+) battery

lead to VR’-’ and negative (-) lead to VA21-’,contact terminals just long enough until voltagestarts to build up ordamage mayoccurto exciter-regulator system

WARNING j Be cautious when working on agenerator that is running to avoid elec

trical shocks.

other lead to CR,, CR2, and CR3 in turn; recordresistance value of each rectifier.

3, Connect one lead to F2- stud and connect otherlead to CR3, CR4 and CW in turn; recordresistance value of each rectifier.

4. Reverse ohmmeter leads from step 2 and recordresistance value of each rectifier F’ to CR, CR2,and CR3 and F2- to CR4, CR5, and CR6.

5. All three resistance readings should be high inone test and low in the other test. If any reading ishigh or low in both tests, rectifier assembly isdefective.

6. Replace defective rectifier assembly with new.identical part.

Use 24 lbs-In, torque when replacing nuts on F’. and F2-, CR’, CR’,CR’, CR, CR’, and CR.

C

TEST PROCEDURESAll of the following tests can be performed withoutdisassembly of the generator as shown in the illustrations herein. Use the following test proceduresfor testing generator components in conjunction withthe troubleshooting tables.

[F]TESTING ROTATING RECTIFIERSTwo different rectifier assemblies make up therotating rectifier bridge assembly, Figure 9. Using anaccurate ohmmeter, test each CR using negative andpositive polarities. Test rectifiers as follows:

1. Disconnect all leads from assembly to be tested.

FIGURE 8. FLASHING THE FIELD

S VOLTDRY CELLBATTE RI

CR2

*

S2. Connect one test lead to F÷ stud and connect FIGURE 9, TESTING ROTATING RECTIFIERS

AC

Qj

FIGURE 10. SILICON CONTROLLEDRECTIFIER BRIDGE

[G]TESTING OUTPUT BRIDGE DIODESThe output bridge rectifier diodes (Figure 10), CR”,CR4, and CR’5, are located on the voltage regulatorprinted circuit board. Using an accurate ohmmeter,test diodes CR’, CR’4, and CR’5 as follows:

1. Disconnect at least one lead of diode.

2. Connect one lead to each end of diode andobserve resistance reading, Figure 11.

3. Reverse ohmmeter leads and again observeresistance readings.

A good diode has a higher reading in one directIon than theother. It both readings are high, or low, diode Is defective.

4. Replace defective diodes with new, identicalparts.

[H]TESTING SCR’STwo identical silicon controlled rectifiers (SCR’S),CR’3 and CR’5, control the DC output voltage to theexciter field. These SCRS are mounted in heat sinkson the voltage regulator and are tested as follows:

1. Unsolder leads from CR’3 and CR’6.

2. Using high scale on ohmmeter, connectohmmeter leads to anode and cathode of the SCR

as shown in Figure 12. The resistance readingshould be one megohm or greater. Reverseohmmeter leads to anode and cathode; resistanceshould again be one megohm or greater.

3. Using a 6-volt dry cell battery and a 200-ohmseries resistor, observe correct polarity and connect battery leads to anode and cathode as shownin Figure 13. Observe polarity and connect a DCvoltmeter across the 200 ohm resistor. Thevoltmeter should now read zero. Jumper anode togate; voltmeter should now read 6-volts. Removejumper; voltmeter should still read 6-voltsbecause the SCR remains turned on until voltageis removed from anode to cathode.

101 AC

T.53

Ri 7

+

.CRi3 CR12;

Fit F2—

GEN. FIELD

+CR15

14

‘CR16CR14.

LEAD

FIGURE ii. TESTING DIODES

OHMt*TE R

CATHODE

B214

FIGURE 12. SCR RESISTANCE TEST

FIGURE 13. 5CR VOLTAGE TEST

because the SCR remains turned on until voltageis removed from anode to cathode.

4. if the SCR does not pass either test, it is defective,Replace defective SCR with a new, identical part.

[I]TESTING REACTORThe reactor assembly CMR2’ leads are marked 1 2,3and 4. Wires 1-2 and 3-4 are wound on the same ironcore.

Wi

______

CMR21

n-rn3 4

1. Resistance between 1-2 and 34 should be about0.4-ohms.

2, Resistance between 1-3, 2-3, 1-4, or 2-4 should beinfinity (

3. Resistance from any terminal to reactor frameshould be infinity.

4. If any of the above conditions are not met, install anew reactor.

[J]TESTING REFERENCE TRANSFORMERThe transformerT2’has four leads marked H’, H2, X,and X2. H-H2 are the primary leads. XX2 are thesecondary leads.

Hi1%

H 2

_______

T21

Xl X 2

1. Resistance between H’-H2 should be 122 to 150-ohms.

2. Resistance between Xi_X2 should be 157 to 192-ohms.

3. Resistance between H’-X’, H1-X2,H2-X1 and H2-X2should be infinity.

4. Resistance from any terminal to transformerframe should be infinity.

5. If any of the above conditions are not met, install anew reference transformer.

[K]TESTING BRUSHLESS EXCITER STATORLike the generator, the brushless exciter stator(Figure 14) can be tested for open or shortedwindings and grounds.

Testing for Open or Shorted Windings:Disconnect F and F2— exciter field leads fromterminal block in generator end bell. The resistancebetween field leads should be 12.2 ± 10% at 2CC (68F.).

Testing for Grounds:Connect ohmmeter between either field lead andexciter stator laminations. Use ohmmeter set at RX100 scale. An ohmmeter reading of less than infinity

indicates defective ground insulation.

T. 54

÷ AC-DC

MULTMETER Ci

DRY CELL5ATTERY

JUMPER

CATHODE

S212

*

OHMMETER RESISTANCE BETWEENFl AND P2 SHOULD SE

12.2 OHMS ct 10%)

FIGURE 14. TESTING EXCITER FIELD

T.55

Fl

4 Replace grounded rotor with new, identical part

6215

FIGURE 15. TESTING EXCITER ARMATURE

[UTESTING BRUSHLESS EXCITER ROTOR(ARMATURE)The brushless exciter rotor (Figure 15), can be testedfor open or shorted windings or grounds.

Testing for Open or Shorted Windings:

Use a Wheatstone Bridge for this test. Disconnectmain rotor field leads which connect to rotatingrectifier assemblies at F’+ and F2—. Disconnect leadwires from diodes CR’, CR2, CR3, CR4, CR5 and CR5.Test between exciter lead pairs T’-T2,T2-T3and T’-T3.Resistance should be 0.5 to 0.6 ohms at 20 C (68 F.).

Testing for Grounds:

Connect leads of ohmmeter between each CR leadand exciter rotor laminations; use Ax 100 scale onohmmeter. An ohmmeter reading less than infinity

() indicates defective ground insulation.

[M3TESTING GENERATOR ROTORFor these tests, use an ohmmeter on Ax ioo scale.

Testing for Grounds:

On brushless type generators, check for groundsbetween each rotor lead and the rotor shaft, Figure16 - Perform tests as follows;

1. Remove rotor leads F and F— from rotatingrectifier assemblies.

2. Connect ohmmeter leads between F’÷ and rotorshaft and between F2— and rotor shaft. Metershould not register.

FIGURE 16. TESTING ROTOR FOR GROUNDS

Testing for Open or Shorted Winding:

All resistance values should be within ± 10% ofvalues specified in Table 2 at 20° C. (68°F). Performtests as follows;

1. Remove rotor leads F’ and F2— from rotatingrectifier assemblies.

2. Using ohmmeter, check resistance between F’and P leads, Figure 17. See Table 2 for properresistance values.

It resistance Is low, (here are shorted turns. it resistance ishigh, rotor winding Is open. in either case, rotor must bereplaced.

3. Replace defective rotor with new, identical part.

CONTACT ONE PROC TO ONE FIELD LEAD M4DOTHER PROC TO OTHER FIELD LEAD

62’a RESISTANCE VALuES ARE GIVEN IN TABLE 2.

CR5

CONTACT ONE PROD TO EACH OF THE FIELDLEADS AND OTHER PROD TO ROTOR SHAFT.

IF ROTOR IS GOOD. THERE WILL BE NOREADING 4 OHttIETER

OHPtIE T ER

3. If meter registers, rotor is grounded.FIGURE 17. TESTING ROTOR FOR AN OPEN CIRCUIT

T.56

[N]TESTING GENERATOR STATORUsing proper test equipment, check the stator forgrounds, opens, and shorts in the windings.

Testing for Grounds:

Some generators have ground connections to the frame. Checkwiring diagram.

Using an ohmmeter set at RX 100, test each statorwinding for shorts to laminations. A reading less thanone megohm indicates a ground.

Testing for Open or Shorted Windings:Test forcontinuity between coil leads shown in Figure18; all pairs should have equal resistance. Use an

accurate instrument for this test such as a KelvinBridge. The proper resistance values are given inTable 3 according to KW ratings and voltage codes.All resistances should be 1O°/o of value shown at20°C. (68°F).

If any windings are shorted, open or grounded,replace the stator assembly. Before replacing theassembly, check the leads for broken wires or insulation.

[0]WIRING HARNESS CHECKCarefully check wiring harnesses as follows:

1. Inspect all wires for breaks, loose connections,and reversed connections. Refer to applicablewiring diagram.

TABLE 3. RESISTANCE VALUES FOR STATORS

10 KW 60 HZ 1 PH

10 1KW 60 HZ 3 PH

15 1KW 60 HZ 1 PH

15 KW 60 HZ 3 PH

• 172

.340

.087

.2204

€

TABLE 2. RESISTANCE VALUES FOR ROTORS

Resistance in Ohms at 25C (77F)

10 KW 60 HZ 2.05-2.09

15 1KW 60 HZ 2.50-2.55

FROMKELVINBRIDGE

T7.t IC

T9-T12 T2-T5T3T6T8’ T I

SINGLE PHASE MODELSTEST BETWEEN WIRE PAIRS

Ti’T2 T3-T4

FIGURE 18. TESTING STATOR WINOINGS

C

T.57

2. Remove wires from terminals at each end andusing an ohmmeter, check each wire end to endfor continuity or opens.

3. Using an ohmmeter, check each wire againsteach of the other wires for possible shorts orinsulation breaks under areas covered by wrap- REMOVE JUMPER WHEN VOLTAGEping material. ADJUST RU 5 USED FOR REFERENCE

VOLTAGE REGULATION.4. Reconnect or replace wires according to

applicable wiring diagram. \ WIG

1[1’] ‘eVA21 REPLACEMENTUse the following procedure for replacing the voltage VR22

regulator PC board.

1. Stop engine.VR2I

2. Disconnect and if necessary, label the followingwires: 3, 4, 5 or 6, 7, 8. 9, and 10.

3. Remove four screws at corners.4. Remove used PC board.5, Install new PC board; secure with four screws.

_________________________1

/1 19 e6. Reconnect wires removed in step 2 at the proper

terminals.

____________________________________

7. Place jumper W10 at proper terminals for your L T21 I L CMR2ITB2I

particular voltage code and voltage connection.See Figure 6.

_____

NOTE. FiELD

ment procedures to obtain the correct generator REFERENCE7

BREAKER IS8. Perform voltage calibration and stability adjustI-tZUNTED ON

PANE LVOLTAGE COMMUTATINGoutput voltage and stability with new PC board in TRANSFORMER REACTOR

set

T.58

GENERATOR DISASSEMBLY

Disconnect battery to prevent accidental startingof engine.

Remove end bell cover to reveal rotor-th rough-stud nut.

Remove stator-through-stud nuts, end bell, andstator assembly, Figure 20. Screwdriver slots inadapter provide a means for prying stator loose.Be careful not to let stator touch or drag on rotor.

Remove baffle ring from adapter. Turn rotor-through-stud nut to end of stud. While pullingrotor outward with one hand, strike nut a sharpblow, Support rotor with hoist and sling to avoidbending rotor-through-stud, Figure 21. Use aheavy, soft faced hammer to loosen the rotor fromits tapered shaft fit If rotor does not come loose,strike it a sharp downward blow in center oflamination stack. Rotate rotor and repeat until itcomes loose. Be careful not to hit bearing orwindings.

HOUSING

COVER

After disassembly, aN parts should be wiped cleanand visually inspected.

SU°POP. I ORWi TM HOiSI AND

SLiNG TO A VOiDSENDiNG tHRGuC.H

iN”’:EV’ I PRY IHiNI)THRG’SiGii

LET OPENiNG

‘I uRN i4uT OUT TO1:010 00 GENERATOR

RD CT

STRIKE WITH SOOTHAMMER WHILE

PRY

GENERATOR ASSEMBLYFIGURE 20. GENERATOR

Clean and inspect all mating surfaces.

Coat mating area between generator bearing andend bell bearing hole with a thin film of Molykoteor equal.

Install rotor-through-stud in engine crankshaft.

Install key in the crankshaft.

Slide rotor over through-stud and ontocrankshaft. Be careful not to let weight of rotorrest on or bend the through-stud.

through-studs in adapter.

4

Install stator and end bell. Torque nuts onthrough-studs to 35 to 38 ft-lbs. 4

Torque down rotor-through-stud nut (55-60 ft.

lb.). The rotor and stator are automatically align

ed because stator and bearing support were

tightened in step 8.

Tap end bell to align at horizontal and verti(

plane: use a lead hammer to relieve stresses c

components (recheck torque).

FIGURE 21. ROTOR REMOVAL

STATOR’THROuGH’STuO

ROTORTHROUGH’STuD

DISASSEMBLY

Install stator

Install baffle ringInstall end cover.

T.59

PREPARATION

2. Unless absolutelyaccurate, usetroubleshooting.

GENERATOR TROUBLESHOOTING

D. AC output voltage builds up, but field breakertrips.

To correct a problem, answer the question of the stepeither YES or NO Then refer to the step number in theanswer column and proceed to that step next.

Letters A through P in the Test Procedure columnrefer to detailed procedures in the Adjustments andTests section, pages 8-15,

A few simple checks and a proper troubleshootingprocedure can locate the probable source of troubleand cut down troubleshooting time.

1 Check all modifications, repairs, replacementsperformed since last satisfactory operation of setto be sure that connection of generator leads arecorrect. A loose wire connection, overlookedwhen installing a replacement part could causeproblems. An incorrect connection, an openedcircuit breaker, or a loose plug-in printed circuitboard are all potential malfunction areas to beeliminated by a visual check.

sure that panel instruments areportable test meters for

3. Visually inspect components on VR2t. Look fordirt, dust, or moisture and cracks in the printedsolder conductors. Burned resistors, arcingtracks are all identifiable. Do not mark on printedcircuit boards with a pencil. Graphite lines areconductive and can cause short circuits betweencomponents.

The question and answer troubleshooting guidewhich follows, gives a step-by-step procedure forchecking the generator components. Refer to Figure22 for an electrical schematic of the generator andvoltage regulator connections.

TROUBLESHOOTING PROCEDURESThis troubleshooting information is divided intotables, A, B, C, and D as follows:

A. No build up of AC output voltage.

B. AC output voltage builds up, but is unstable.

C. AC output voltage builds up, but is high or low.

F2—

BRuSHLESSEXOTER

TABLE A. No Build Up of AC Yes No TestOutput Voltage Proc.

1. Is Field Breaker CB21on control panel ON? 2 3

2. Connect jumper wire acrossterminals of Field Breaker,CB2I. Does AC outputvoltage build up? — 4If voltage builds upREPLACE FIELD BREAKER.

3. Push to reset Field Breaker.Does AC output voltagebuild up? — 4If voltage builds up butis high, low, unstable, orcauses tripping of FieldBreaker, refer to TablesB, C, or 0.

4. Disconnect alternator statorleads 1 & 2 from TB2I-1 andTB21-2 on VR22. Is referencevoltage across 1 & 2 20 VACor more? 14 13

CR2, C1U3, CRf4CFUS. AND CR6

ARE ON VR21

REFERENCEVOLTAGE

VOLTAGE‘N THROUGH REGULATOR

T4 OR T2 ASSEMBLY

FIGURE 22. GENERATOR-REGULATOR ELECTRICAL SCHEMATIC

4. Replace PC Board VR21.

TA8LE C. AC Output Voltage Yes No TestBuilds Up, But is Proc.High or Low

1. Is set running at correct RPM?(See appropriate enginemanual to set RPM) 2 —

2. Does adjustment of VoltageAdjusting knob for R22on VR22 result in correctoutput voltage? — 3 A

3. Does adjustment ofpotentiometer R26 on VR21result in correct outputvoltage? — 4 A

4. Is correct voltage referenceV4 to VI, V2, or V3 onVR21 being used?Refer to Figure 6. 5 —

5. Are generator output leadsproperly connected? Referto Figure 6. 6 —

6. Replace voltage regulator,PCboardVR2l —— — P

[o] Do not replace the prtnted circuit board unfitthe troubl, not an the PC board has been

located and corrected to avoôd damage to new PC board.

T.60

TABLE B. AC Output VoltageBuilds Up, But IsUnstable

1. Are there any oose or brokenwires or connections onvoltage regifiator assembyVR222

2. Is W9 (exciter held) w!ringharness from VR22 to Endbell OK?

3. Does ad)ustment of DampingControl R27 potentiometeron VR21 result in stablevoltage?

Do not replace the printed circuit board untilthe trouble not on the PC board has been

located and corrected to avoid damage to new PC board.

TABLE A. (continued) J Yes No Test[ Proc.

5 Is ex:iter held voltage acrossFit and El- on endbehlterminal block 1 0 VDC ormore? 6 —

If not, check wiring harnessW9 Irom end bell to VR22terminals 3 and 4

6. Is brushless exciter stator(field) winding OK? 7 — K

7 Are diodes CR1, CR2, CR3,CR4. CR5. CR6 in rotatingrectifier assemblies OK? 8 — FCheck all diodes - morethan one may bedefective.

8 Are brushless exciter rotorwindings OK? 9 — L

9. Is generator rotor fieldwinding OK? 10 — M

10. Are generator statorwindings OK? 11 — N

11. Is commutating reactorCMR2I OK? 12 - —

12. Is reference transformerT21OK? 18 — I

13. Flash exciter field. Isreference voltage across1 and 2 now 20 VAC ormore? 14 5 F

14. Reconnect generator leadsI & 2 to TB2I1 andT8212 on VR22. Doesreference voltage build up? — 15

15. Is regulator DC outputvoltage across VR21•1 andVR2I.8 7 VDC or more?See Figure 22. 5 16

16. Are SCR’s CR13 andCR16 OK? 17 — H

17. Are diodes CR12, CR14,and CR15 OK? 18 — C

18. Replace voltage regulatorPC board (VR21) — — P

C

I

1). Are generator statorwindings 01K?

VOLTAGEVOLTAGEBATTERYVOLTAGEFLASHINGTESTINGTESTINGTESTING

TESTINGTESTINGTESTINGTESTING

CALIBRATION ADJUSTMENTSTABILITY ADJUSTMENTCHARGE RATE ADJUSTMENTREGULATOR CHECKOUTTHE FIELD

ROTATING RECTIFIERSOUTPUT BRIDGE DIODESSCRS

REACTORREFERENCE TRANSFORMEREXCITER STATORBRUSHLESS EXCITER ROTOR

T.61

ADJUSTMENTS AND TESTS - REFERENCE

LIST

AB.CD,E.FG.

K.L

TABLE 0. AC Output Voltage Yes NoBuilds Up, But Field Proc.Breaker_Trips

L Does AC output voltagebuid up to 140t or moreof rated voltage beforeField Breaker trips? 2 7 —

2 Are there any loose orbroken wres or co Inections on VR22? — 3

3. Is diode CR15 on VR21 OK? 4 — C

4. Are T21 windings andconnections 01K? 5 —

5. Are generator statorleads properly connected?Refer to Figure 6 6 — —

6. Replace VR21. — — P

7 Are diodes CR1, CR2, CR3,CR4. CR5. CR6 in rotatingrectifier assemblies OK? 8 — FCheck all diodes morethan one may bedefective.

8. Is brushless exciterstator winding OK? 9 — K

9. Is generator rotor heldwinding 01K? 10 — M

10. Is brushless exciter rotorOK? 11 — L

(ARMATURE)M TESTING GENERATOR ROTORN TESTING GENERATOR STATORO WIRING HARNESS CHECKP VR21 REPLACEMENT

6 N

•0.

I

V.1

SECTION V

SERVICE BULLETINS

The following Bulletins contain supplementary and updated information about various components and service procedures which are important to the proper functioning ofyour engine and its support systems.

You should familiarize yourself with the subjects andmake sure that you consult the appropriate Bulletin(s)whenever your engine requires service or overhaul.

SERVICE BULLETINDATE: 6/15/69 BULLETIN NUMBER: 20

MODEL: All Engines

SUBJECT: Connecting Pressure Sensing Devices to Oil Galleries

Oil pressure sensing devices, such as senders and switches, must

never be connected directly to any oil gallery of an engine. The

reason is simply that continued engine vibration causes fatigue of

the fittings used to make such a connection. If these fittings fail,

the engine loses its oil pressure and very quickly seizes.

Such pressure sensing devices must be bulkhead mounted and

connected to the oil gallery using an appropriate grade of lubricating

oil hose. Any fittings used to connect the hose to the gallery must

be of steel or malleable iron. Brass must not be used for this

purpose.

taJ S H. WESTERBEKE cORP.if AVON tN*4iSlftSAL PARK, AVON, MASS. OIflZ (SIT) SflTflS

CASt,: W1ITCO*P AVON TKLKX 52-4444

P/N: 11967

SERVICE BULLETIN V3

DATE;

MODEL;

5/6/74

All marine generators and marine engines

BULLETIN NUMBER; 69

SUBJECT; Exhaust system failures

When engine sea water is fed into an exhaust system so that the fullstream strikes a surface, erosion may cause premature failures.

Proper design of either a water jacketed or a water injected (“wet)”exhaust system to prevent this problem requires that the sea waterinlet be positioned so that the entering stream of sea water does notstrike a surface directly. Also, the velocity of the entering seawater stream should be as low as possible which is achieved by havinginlet fittings as big in diameter as possible.

In addition to the above design considerations, it is usually advantageous to divide the sea water flow at the point of entry to theexhaust system so that only a portion of it enters the exhaust system.The remainder is normally piped directly over the side. The properproportion of the sea water flow to pass through the exhaust systemcan only be determined by trial and error. The goal is to preventexcessive exhaust temperatures with the least amount of sea water.

t47 1 S H. WESTERBEKE CORP.S AvON SNOvITmAL .A*g, AVON, MASS. 023,1 fSelfr so- noc

CAStS: WK5TCOftP AVoN nax: •1-4444

P/N: 19149

V4 SERVICE BULLETINDATE:

MODEL:

May 29, 1974

Al 1

BULLETIN NUMBER: 72

SUBJECT: Non-Interchangeability between Manufacturers of Gauges and Senders

In recent years we have purchased gauges and senders from four differentmanufacturers.

In no case may the gauge of one manufacturer be used with the sender of anothermanufacturer. In some cases the wiring of either or both the gauge and thesender varies by manufacturer.

Thus it becomes important, when ordering a replacement gauge or ordering areplacement sender, to order a matched set or to know conclusively who themanufacturer is.

Anneters are electrically interchangeable.

NOVOX2” DIA CASE

Adapter ring to install 2” dia gauge2 3/gil dia panelcut—out

Wiring diagram

,5ND

16023 LAMP +in and

58 #44

GND

SB #36

16023andSB #44

GND

J. H. WESTERBEKE CORP.0 •° SKEOuSTRIAL PARK, AVON, SASS. 02322• fRill Sn-nOd

CAStE WflICOAP, AVON rgax: 5*4444

STEWART-WARNER2” DIA CASE

VDO FARIA2 3/8” DIA CASE 2” DIA CASE

Ammeter 11581 11931 16550 19165

Oil pressure gauge 11544 11914 16548 19166

Oil pressure sender 11542 1l16 16551 19167

Water temp. gauge 11545 11913 16549 1g168

Water temp. sender 11543 11915 16552 19169

16023and

AMP— SB #44

ND L

8+ GND£

Also see

LAMP +

St

CND

1(

rssri

P/N: 19190

SERVICE BULLETINDATE: May 19, 1g80 BULLETIN NUMBER: 82

MODEL: All

SUBJECT: Battery Reconnendations

BATTERY RECOMMENDATIONS

MODEL BATTERY AMPERE HOURS VOLTAGE

W-7, & WPD4 60-90 12 V.D.C.

W-13 & 4.4 Kb! 90-125 12 V.D.C.

W—21 & 7.7 Kb! 90-125 12 V.D,C.

W-27 & 11 KW 90—125 12 V.D.C.

W-33 90-125 12 V.D.C.

W-30 125-150 12 V.D.C.

W-40, & WPD-1O-15 Kb! 125-150 12 V.D.C.

W-50 125-150 12 V.D.C.

W-58 & WTO-20 Kb! 125-150 12 V.D.C.

W-60 & 1480-20 KW 150-170 12 V.D.C.

W-80 & 30KW 170-200 12 V.D.C.

W-120 & 45 KW 200 minimum 12 V.D.C.

The ampere hour range shown is minimum. There is no real maximumS

t47 S H. WESTERBEKE CORP.

IAVON IKEOUSTAfAL nfl AVON • flu 03321 16fF) SIt- 7700

CAILK: WESTCOSP, AVOIWYELtX 62-4444

DIM. 2flA4

V 10 SERVICE BULLETINDA TE:

MODEL:

September 4, 1975

All

BULLETIN NUMBER: 84

SUBJECT: Heat Exchanger Rubber End Cap

Many heat exchangers supplied on our various products incorporate amolded rubber end cap to facilitate inspection of the tubes.

There have been occasions on which engine overheating has been causedby the improper positioning of this rubber end cap.

It is absolutely essential that the molded channel running across theinside of the cap be positioned over the baffle of the heat exchanger.according to the drawing below.

In any cases of engine overheating where such a rubber end cap is used,it should be checked for proper positioning along with other routinetroubleshooting.

C

‘S

J. H. WESTERBEKE CORP.AVON gNDunagAg. PARR, AVON, MASS. 0*320 dttJ *Sl77OO

CAILK: WflTCO*P, AVONTflfx: .14444

4

P/N: 20684

SERVICE BULLETINDATE: September 18, 1975 BULLETIN NUMBER: 87

MODEL: All Marine Engines

SUBJECT: Alternator Output Splitter

GENERAL DESCRIPTION: The splitter is a solid state device which allowstwo batteries to be recharged and brought to the sane ultimate voltagefrom a single alternator as large as 120 amp and, at the same time, isolates each battery so that discharging one will have no effect on theother. Charging rates are in proportion to the batteries’ voltage (stateof discharge). This method precludes the necessity, and even the desirability of a rotary switch for selecting which battery is to be charged.It also assures that ships services cannot drain the engine startingbattery.

INSTALLATION:

1. Mount splitter on a metal surface other than the engine, preferablyin an air stream if available. Do not install near engine exhaustsystem. Install with cooling fins aligned vertically.

2. Be sure to use a wire size appropriate to the output of the associatedalternator. In full power systems number 4 wire is recomended fromthe alternator to the splitter and from the splitter to the batteries.

3. Connect the alternator output terminal to the center splitter terminal.4. Connect one splitter side terminal to one battery (s).5. Connect the other splitter side terminal to the other battery(s).6. When the splitter is installed, both batteries will see a charging

voltage 8/10 volts less than usual. This voltage drop can be regained,if desired, by connecting the regulator wire directly to the alternatoroutput terminal instead of the regulator terminal.

TEST INFORMATION: When the engine is not running, the side splitter terminals should read the voltage of the respective battery. The centersplitter should read zero voltage.

With the engine running and alternator charging, the side splitter terminals should read the same voltage which should be the voltage of theregulator or somewhat less. The center splitter terminal should read .82volts higher than the readings of the side terminals.

Continued...

f t4Y J. H. WESTERBEKE CORP.if flON 00S1*IAL P4MM, AVON, MASS. 0*322 .1517? SlS 7700

cna WESTCOftP AVON teax: #2-4444

P/N: 20745

V12

SERVICE BULLETIN #87 (Continued)(Alternator Output Splitter)

BY-PASSINI SPLITTER: In the event of failure, batteries may be chargeddirectly from alternator by connecting either splitter terminal *1 or02 to terminal A, bypassing the splitter itself. This should not bedone simultaneously for both batteries unless they are, and will remainat, the same voltaqe (state of charge).

POWERDISCONNECTSWITCH

C

5PLITTER

ALTERNATOR

a

a

5HIP’5SERVICELOADS

a

DRWG ‘20701

9/75

via

SERVICE BULLETINDATE:

MODEL:

April 28, 1916

All

BULLETIN NUMBER: 92

SUBJECT: Troubleshooting Water Temperature and Oil Pressure Gauges

Given a presumably faulty gauge indication with the instrument panel energized, the first step is to check for 12 VDC between the ign. (8+) andneg. (B-) terminals of the gauge.

Assuming there is 12 volts as required, leave the instrument panel energized and perform the following steps:

1. Disconnect the sender wire at the gauge and see if thegauge reads zero, the normal reading for this situation.

2. Connect the sender terminal at the gauge to ground andsee if the gauge reads full scale, the normal reading forthis situation.

If both of the above gauge tests are positive, the gauge is undoubtedly

O.K. and the problem lies either with the conductor from the sender tothe gauge, or with the sender.

If either of the above gauge tests is negative, the gauge is probablydefective and should be replaced.

Assuming the gauge is O.K., preoceed as follows. Check the conductor from

the sender to the sender terminal at the gauge for continuity.

Check that the engine block is connected to ground. Sone starters have

isolated ground terminals and if the battery is connected to the starter

(both plus and minus) the ground side will not necessarily be connected

to the block.

If the sender to gauge conductor is O.K. and the engine block is grounded,

the sender is probably defective and should be replaced.

%47 J. H. WESTERBEKE CORP.

I flow IflQSTflIAL PAfl. AVON IIflS. 02322 11,7? 311-7700

CARtE- WE$TCOA. Avon-TeLEx: •2-4••

21616

V14 SERVICE BULLETINDATE:

MODEL:

June 22, 1976

All

BULLETIN NUMBER: 93

SUBJECT: Adjusting Paragon P200 Series Reverse Band

boat moves forward when the gear is in neutral at proper idlethe reverse band may be out of adjustment. When adjusting,careful not to get reverse band too tight or it will burn out.

boat goes backwards when in neutral, it may be too tight.

The following adjustment procedure should only be carried out when itis not possible to obtain the service of an authorized Paragon transmission service dealer.

To Adjust:

On the outside left side of the gear there is a bolt in the mountingpad. Under its head are 1 to 3 washers. Remove one washer. Thisshould stop forward boat movement. But under NO circumstances usefewer than one washer nor more than three.

LW4 J. H. WESTERBEKE CORP.AVON INCUItSIAL flfl, AVON, MASS. 02312 (017? Ifl 7700

CAStE: W1STCOfl AVON rEal: 02-4444

If thespeed,be veryIf the

P/N: 21683

SERVICE BULLETINDATE: 7 July80 Reissued BULLET/N NUMBER: 5

MODEL: All

SUBJECT: Domestic Hot Water HeatersPRINCIPLE

The heater is connected in series with the engines freshwater circuit. Thisallows full water flow for maximum heat transfer to the heater. The seriesinstallation also avoids several potential pitfalls of installations in whichthe heater is in parallel with either the engine’s by-pass or its internalfreshwater circuit.

The only potential disadvantage of a series installation is flow restrictiondue either to a restrictive heater design, a large engine water flow (suchas models 1458, 1480, 14120), or a combination of both.

Installation

The shorter the length of piping to and from the heater, the better. Theelevation of the heater should assure that the top of its internal coil isno higher than the engine pressure cap. If the heater must be higher thanthis at any heel angle, then the optional remote fill tank must be installedto be the highest point of the circuit.

Piping between the engine and heater should rise continuously from the heaterto the engine so that trapped air will rise automatically from the heater tothe engine. If trapped air can rise to the heater, then a petcock or otherconvenient method of bleeding that air is a necessity.

Study the attached sketches. A convenient place to interrupt the engine cooling circuit is between the thermostat housing outlet and the exhaust manifoldinlet. This is also the hottest water available. CAUTION: While most ownerswant the hottest water available, it is possible for scalding water or evensteam to come from the faucets.

Since the heater is in series with the engine cooling water, any other convenlent point of the circuit can also be interrupted for heater installation.

Some engine/heater combinations require that a ‘by-pass” nipple be installedin parallel with the heater. This is required to maintain an adequate freshwater flow for cooling capability. The table below shows the minimum diameterof ‘by-pass” nipples in these situations:

HEATERMODEL SENDURE ALLCRAFT RARITAN

1430 3/8” NPT

1440 3/8” NPT

W50 1/2” NPT

W58 1/2” NPT 1/?” NPT 3/4” NPT

1480 flJ2” NPT 1/2’ NPT 3/4’ NPT

Wl21) 1/2’ 1/2 NPT 3/4” NPT

Please see sketches on overleaf.

J. H. WESTERBEKE CORP.AVON lNooSTftiAt PARK, AVON MASS. 02311 (Sf71 Sfl- 7700

CAStE: WESTCOAP AVONTtLK1: •2•P/N: 21814S

V18

* ALTERNATE RACE5 TO

WUE&LPISIRWT ANDCONNECT HEATER

CAP (MUST BE HIGHERPRESSURE THAN ENGINE CAP).

RLdOTE PILLTANK

SINGLE PASSMAN I FOLD

BYPAfl NIPPL

WATER HEATER

tIcRNATC 1N5T. IF HEATER COIL ISHfGH[R THEN ENGINE PRESSURE CAPS

WATER HEATER

Ii

çØCAP

OPTIONAL COOLANT RECOVERY TANK

SERVICE BULLETIN V19

DATE: January 22, 1980

MODEL: Westerbeke 30 and 50

SUBJECT: Sea Water Pump Pulley Set Screw P.N. 11357

BULLETIN NUMBER: 104

The sea water pump pulley on the Westerbeke 30 and 50 engines is keyed to the

sea water pump shaft and locked in position with a heat treated 5/32” Allen head set

screw, Westerbeke P.N. 11357.

Particular attention should be paid to this set screw at the time of comission

ing of the engine and during regular servicing of the engine. Ensure that it is tight.

If not, remove the set screw and apply a good locking liquid to the set screw threads

and reinstall and tighten with the aid of a 5/32” Allen wrench.

PULLEY SEA tJATERPUMP

SET SCREWRN, 11357

J. H. WESTERBEKE CORP.AVON INDUSTRIAL øAflN AVON *IASS. 02311 (Sf7) 515-7700

CASLC WESTCORP AWON•TflEX: fl-d44

24293

V20 SERVICE BULLETINDATE:

MODEL:

SUBJECT:

May 1, 1980

All Models

Thermostats

BULLETIN NUMBER: 107

Beginning approximately May, 1980, thermostats supplied by the

factory have a by-pass hole sufficient to allow adequate water

flow through the exhaust manifold, head, and block, during engine

warm-up.

This flow is mandatory, especially in the case of marine engines

and generator sets which have significant load applied soon

after start-up.

We strongly recomend that only genuine WESTERBEKE thermostats

be used in WESTERBEKE products to assure proper design in this

regard.

:asrI J. H WESTERBEKE CORP.AVON INDUSTRIAL PAAX, AVON, MASS. 01302 ff417) Sfl-7700

CASLZ: WESTCO*P AVON-fELIX; 81-4444

P/N: 24707

SERVICE BULLETINDATE: May 20, 1980 BULLETIN NUMBER: 110

MODEL: All

SUBJECT: Ameter Wire Sizes

Ameters may be installed in conjunction with any Westerbeke marine dieselengine or diesel generator set. The range of the ameter must be appropriatefor the maximum output of the alternator.

Additionally, the wire size for the alternator output circuit, including theameter, varies with the total length of that circuit. The table below showsthe maximum current that can be carried various total distances by variouswire sizes, to and from source to load.

WIRE SIZE TABLETotal Length MAXIMUM CURRENT(AMPS)

System of wire in IVolts feet 35 40 55 60 70 85 120

12 ltoS 12 12 8 8 8 6

12 5tolO 10 10 8 6 6 6 4

12 lOto2O 6 6 6 6 3 2 1

12 20to30 6 4 4 2 1 1 1

12 30to40 4 2 2 1 1 0 0

24 1 to 5 14 14 12 12 10 10 8

24 5 to 10 12 12 10 10 8 8 6

24 10 to 20 10 8 8 6 6 4 4

24 20to30 8 6 6 4 4 4 2

24 30to40 6 6 4 4 2 2 0

32 1 to 5 14 14 12 12 10 10 8

32 5 to 10 12 12 10 10 8 8 6

32 lOto2O 10 8 8 6 6 4 4

32 20 to 30 8 6 6 4 4 4 2

32 30to40 6 6 4 4 2 2 0

%4J J J. H. WESTERBEKE CORP.AVON INDUSTRIAL PARK AVON, MASS, 02322 -(017) 505-7700

CAbLE: norton, AVON-TELEX: 57-4444

D/Ai• 2A717

J