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47069 80n4 170t6 Technical Man
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SERVICE MANUAL 80N4 and 11OT4 120N6 and 170T6 MARINE DIESEL ENGINES 45KW · 60Hz 35KW · 50Hz BED 55KW · 60Hz 45KW · 50Hz BED 65KW · 60Hz 55KW · 50Hz BED 95KW · 60Hz 80KW · 50Hz BED MARINE DIESEL GENERATORS PUBLICATION NO.47069 FIRST EDITION JANUARY 2002 l~ rWESTERBEKE j WESTERBEKE CORPORATION. MYLES STANDISH INDUSTRIAL PARK · 150 JOHN HANCOCK ROAD· TAUNTON MA 02780-7319· TEL. (508)823-7677 FAX (508)884-9688· WEBSITE: WWW.WESTERBEKE.COM - ~ M~mbu Nalional Marine Manujacturur AssocIation CALIFORNIA PROPOSITION 65 WARNING Exhaust gas from diesel and gasoline engines (and some of its constituents) are known to the State of California to cause cancer, birth defects, and other reproductive harm. AWARNING: Exhaust gasses contain Carbon Monoxide, an odorless and colorless gas. Carbon Monoxide is poisonous and can cause unconsciousness and death. Symptoms of Carbon Monoxide exposure can include: -Dizziness - Throbbing in Temples -Nausea - Muscular Twitching -Headache - Vomiting - Weakness and Sleepiness -Inability to Think Coherently IF YOU OR ANYONE ELSE EXPERIENCE ANY OF THESE SYMPTOMS, GET OUT INTO THE FRESH AIR IMMEDIATELY. If symptoms persist, seek medical attention. Shut down the unit and do not restart until it has been inspected and repaired. A WARNING DECAL is provided by WESTERBEKE and should be fixed to a bulkhead near your engine or generator. WESTERBEKE also recommends instal/ing CARBON MONOXIDE DETECTORS in the living/sleeping quarters of your vessel. They are inexpensive and easily obtainable at your local marine store. WARNING Geneoators Produce CAABON MONOI
:'.0::: -:::::;-:.:~1. 0.0. ROCKER ARM SHAFT T mm(in) ROCKER ARM Standard Limit ! ASSEMBLY I Rocker Arm Bushing 0.01 - 0.05 0.2 and Rocker Arm I (0.0004 - 0.0020) (0.0079) Shaft Clearance I 3. Check that the rocker arm oil port is free of obstruc- tions. If necessary, use compressed air to clean the rocker arm oil port. WESTERBEKE Engines & Generators 21 INSPECTION/REPAIR IDLER GEAR AND IDLER GEAR SHAFT 1. Use a micrometer to measure the idler gear shaft CAM BEARING outside diameter. II If measured diameter exceeds specified limit, replace the idler gear shaft. mm(in) Standard Limit ~---------------r----------- Idler Gear Shaft 44.9 3. Align the camkshaft bearing oil holes with the mat- Outside Diameter (1.768) ing oil ports (machined on the cylinder body cam- shaft bearing fitting bore). MEASURING IDLER GEAR SHAFT 2. Use a dial indicator to measure the idler gear inside diameter. mm 4. Use a micrometer to measure the cam lobe height. Standard Limit If the cam lobe height is less than the specified li- Idler Gear and Idler 0.2 mit, the camshaft must be replaced. Gear Shafft Clearance (0.008) mm(in) Standard Limit Cam Lobe Height (C-D) 7.71 (0.304) 7.21 (0.284) MEASURING Cam Journal IDLER GEAR 56.0 (2.205) 55.6 (2.189) Diameter A"B 1.0. CAMSHAFT 1. Use the camshaft bearing remover and installer to remove camshaft bearing from the cylinder body. Camshaft Bearing Remover and Installer. 2. Measure the clearance between the cam journal and the camshaft bearing. mm(in) I I Standard Limit Cam Journal and Cam Bearing Clearance 0.03 - 0.09 (0.001 - 0.004) 0.15 (0.006) sE&. 1'- REMOVER ANO INSTALLER MEASURING THE CAMSHAFT Engines & Generators 22 INSPECTION/REPAIR 5. Place the camshaft on a measuring stand. Cylinder Liner Projection Inspection Use a dial indicator to measure the camshaft run- out. 1. Hold a straight edge CD along the top edge of the cylinder liner to be measured. Note the total indicator reading (TIR). 2. Use a feeler gauge @ to measure each cylinder If the measured run-out exceeds the specified limit, liner projection. the camshaft must be replaced. mm(in) mm(in) Limit Limit I Camshaft Run-Out TIR 0.12 (0.005) 'Cylinder Liner Projection 0.03 - 0.10 (0.001 - 0.004) The difference in the cylinder liner projection height i CYLINDER BODY AND LINER between any two adjacent cylinders must not exceed 0.03 mm (0.001 in). Cylinder Liner Bore Measurement Use a cylinder indicator to measure the cylinder liner bore at measuring position CD in line with the crank- o STRAIGHT EDGE shaft @ and across the crankshaft ®. Measuring Point CD mm (in): 20.0 (0.79) (Maximum Wear Portion) If the measured value exceeds the specified limit, the cylinder liner must be replaced. Cylinder Liner Replacement CD Cylinder Liner Removal 1. Set the cylinder liner remover to the cylinder liner. 2. Check that the remover shaft ankle is firmly gripp- ing the cylinder liner bottom edge. 3. Slowly tur:n the remover shaft handle counterclock- wise to pull the cylinder liner free. Cylinder Liner Remover: 9-8523-1169-0 Cylinder Liner Remover Ankle: For all models except 6BG1; 9-8523-2557-0 For 6BG 1 ; 5-8523-1004-0 NOTE: Take care not to damage the cylinder body upper face during the cylinder liner removal procedure. REMOVER TOOL mm(in) ~ I Standard Limit Cylinder ! 102.021 - 102.060 102.20 4 Cyl. Liner Bore i (4.017 - 4.018) (4.024) Total Indica- 1105.021 - 105.060 105.20 6 Cyl. tor Reading (4.135 - 4.136) (4.142) Note: The inside of the dry type cylinder liner is chrome plated. It cannot be rebored or honed. If the inside of the cylinder liner is scored or scorched, the cylinder liner must be replaced. Engines & Generators 23 INSPECTION/REPAIR Cylinder Bore Measurement Cylinder Liner Outside Diameter Measurement Cylinder Liner Grade Selection 1. Take measurements at measuring points CD, ®, and @. The term "grade" refers to the cylinder body inside diameter and the cylinder liner outside diameter combi- Measuring Points mm(in): nation. CD 20.0 (0.788) Measure the cylinder body inside diameter and select (2) 105.0 (4.137) the appropriate cylinder liner grade. (3) 195.0 (7.683) Loose fitting cylinder liners (the liner is too small for the 2. Calculate the average value of the 6 measurements cylinder bore) will adversely affect engine cooling effi- to determine the correct cylinder liner grade. MM(IN) ciency and may lead to serious engine damage. Cylinder liners which are too large for the cylinder bore CYLINDER LINER FITTING 0.001 - 0.019 will be difficult to install. CLEARANCE STANDARD (0.00004 - 0.0007) MEASURING THE MEASURING CYLINDER BODY 1.0. POINTS lr'J\ Cylinder Body Inside Diameter Measurement Cylinder Bore and Cylinder Liner Outside Diame- 1. Take measurements at measuring point CD across ter Combinations the positions W-W, X-X, V-V, and Z-Z. Measuring Point CD: 115 mm (4.531 in) (Reference) 80N4/110T4 mm(in) 2. Calculate the average value of the four measure- - Cylinder Liner ments to determine the correct cylinder liner grade. Grade I Cylinder Bore Outside Diameter fT 105.001 - 105.010 105.011 - 105.020 ! MEASURING 1 (4.1339 - 4.1343) (4.1343 - 4.1346) I POINT 1 2 105.011 - 105.020 105.021 - 105.030 ~ (4.1343 - 4.1346) (4.1347 - 4.1350) I 105.021 - 105.030 105.031 - 105.040 3 (4.1347 - 4.1350) (4.1350 - 4.1354) MEASURING CYLINDER 120N6/170T6 mm(in) LINERS i 0'- Cylinder Liner P I Grade I i Cylinder Bore I Outside Diameter I 107.001 - 107.010 107.011 -107.020 1 ! i (4.2126 - 4.2130) I (4.2130 - 4.2134) ~- ! 107.011 - 107.020 107.021 - 107.030 2 i (4.2130 - 4.2134) , (4.2134 - 4.2138) ! 107.021 - 107.030 , 107.031 - 107.040 y 3 ! I (4.2134 - 4.2138) (4.2138 - 4.2142) Engines & Generators 24 INSPECTION/REPAIR Cylinder Liner Installation Piston Grade Selection 1. Carefully wipe away any foreign material from the The term "piston grade" refers to the piston diameter cylinder liner inside and outside surfaces and the and cylinder liner bore combination. cylinder bore. Selection of the proper piston grade will ensure efficient 2. Use new kerosene or diesel oil to thoroughly clean engine operation, free from cylinder liner and piston the cylinder liner and bore surfaces. problems. 3. Use a clean rag to remove all traces of kerosene or Measure the cylinder liner bore after installing the cylin- diesel oil from the cylinder liner and bore surfaces. der liner. Then select the appropriate piston grade for the installed cylinder liner. (!)CYLINOER- LINER r;=t=l(--\.:3.~ INSTALLER ~ TOOL :0 I I CYLINDER LINER BORE I I fUNDER BODY / 4. Insert the cylinder liner CDinto the cylinder body ® from the top of the cylinder body. Cylinder Liner Bore Measurement 5. Set the cylinder liner installer @ to the top of the 1. Locate the two measuring points. cylinder liner. Cylinder Liner Measuring Point CD: 20 mm (0.788 in) Cylinder Liner Installer: Cylinder Liner Measuring Point (2) : 105 mm (4.(173 in) For 4 Cyl. 9-8523-2554-0 2. Measure the cylinder liner bore at measuring point For 6 CYL. 5-8522-1018-0 CD and ®in four different directions (W-W, 6. Position the cylinder body so that the installer cen- X-X, V-V, and Z-Z). ter @ is directly beneath the bench press shaft 3. Calculate the average value of the eight measure- center @. ments. mm(in) 4 PRESS SHAFT Cylinder Liner Bore Total Indicator Reading ®'NSTALLER 4 Cyl. 102.021 - 102.060 1 I 6 Cyl. 105.021 - 105.060 (4.0166 - 4.0181) ! (4.1347 - 4.1362) Note:lt is most important that the correct piston grade be used. Failure to select the correct piston grade will result in piston seizure. Always measure the cylinder bore and select 7. Check that the cylinder liner is set perpendicular to the appropriate piston grade. the cylinder. Check that the cylinder liner does not wobble. 8. Use the bench press to apply an initial seating force of 500 kg (1,102.5 Ig) to the cylinder liner. 9. Use the bench press to apply a final seating force of 2,500 kg (5,512.5 Ib) to fully seat the cylinder liner. 10. After installing the cylinder liner, measure the cylin- der liner projection. Refer to "Cylinder Liner Projection Inspection". Engines & Generators 25 INSPECTION/REPAIR Piston Outside Diameter 1. Piston outside diameter vary depending on the pis- ton type to be used. 2. Measure the piston outside diameter at the measur- ing piston 0 shown in the illustration. 3. Piston Grade. ~ Steel Strut Built-in Type (Autothermatic Type) You can find steel strut on the inner surface of "-,,- ~ piston as shown in the illustration. "FEELER GAUGE Piston Ring Gap ~-:::-~-----!:::::::::.--- mm(in) 1. Insert the piston ring horizontally (in the position it Grade i 4 Cyl. 6 CYL. would assume if it were installed to the piston) into r- --- the cylinder liner. 101.955 - 101.974 104.955 - 104.974 A 2. Use an inverted piston to push the piston ring into (4.0140 - 4.0147) (4.1321 - 4.1328) the cylinder liner until it reaches either measuring i 101.975 - 101.994 104.975 - 104.994 point CD or measuring point (f). Cylinder liner C (4.0148 - 4.0155) (4.1329 - 4.1336) diameter is the smallest at these two points. Do not allow the piston ring to slant to one side or /STEEL STRUT the other. It must be perfectly horizontal. Cylinder Liner Measuring Point CD: 10 mm (0.39 in) Cylinder Liner Measuring Point (f) : 130 mm (5.12 in) o ' PISTON r PISTON RING ~ Cylinder Liner Bore and Piston Clearance 3. Use a feeler gauge to measure tne piston ring gap. 1) Steel strut Built-in Type (Autothermatic Type) For all 4B, 6B series If the measured value exceeds the specified limit, 0.055 - 0.085 mm (0.0021 - 0.0033 in) the piston ring must be replaced. mm(in) , PISTON AND PISTON RING Standard I Limit 1st Compression 0.25 - 0.45 I 1.50 Piston Ring and Piston Ring Groove Clearance Ring Gap (0.0098 - 0.0177) i (0.0591 ) Use a feeler gauge to measure the clearance between 2nd Compression I 0.20 - 0.40 I 1.50 the piston ring and the piston ring groove. Ring Gap ! (0.0079 - 0.0157) (0.0591 ) i Do this at several points around the piston. I 0.20 - 0.40 : 1.50 Oil ring Gap If the clearance between the piston ring and the piston (0.0079 - 0.0157) i (0.0591) ring groove exceeds the specified limit, the piston ring must be replaced. mm(in) Standard Limit 0.085 - 0.110 0.20 1st compression ring (0.0033 - 0.0043) (0.0079) 0.030 - 0.055 0.15 MEASURING PISTON 2nd compression ring RING GAP (0.0012 - 0.0022) (0.0059) 0.030 - 0.070 0.15 o Oil ring (0.0012 - 0.0028) (0.0059) o Engines & Generators 26 INSPECTIONJREPAIR PISTON PIN Piston Pin Outside Diameter PIN HOLE DIAMETER Use a micrometer to measure the piston pin outside diameter at several points. If the measured piston pin outside diameter exceeds the specified limit, the piston pin must be replace. mm(in) I Standard Limit Piston Pin Outside 35.000 - 35.005 · 34.95 If an inside dial indicator is not available, use the follow- Diameter I (1.3780 - 1.3781) I (1.3760) ing procedure to check the piston pin fit. 1. Use a piston heater to heat the piston to approxi- mately 60°C (140°F). 2. Push strongly against the piston pin with your thumbs. The piston pin fitting should feel tight. USING A HOT PLATE TO HEAT THE PISTON Piston Pin and Piston Clearance Use an inside dial indicator to measure the piston pin hole. mm(in) Piston Pin Hole Diameter I Standard 35.000 - 35.008 4 CYL. I (1.3780 - 1.3783) 6 CYL. I I 35.010 - 35.018 I I (1.3783 - 1.3787) PISTON PIN SHOULD FIT TIGHTLY MEASURING PISTON PIN HOLE 1.0. Piston Pin and Piston Pin Hole Clearance Determine the clearance between the piston pin and the piston pin hole by calculating the difference between the piston pin hole diameter and the piston pin outside diameter. mm(in) I Limit Piston Pin and Piston Pin' 0.050 (0.002) Hole Clearance I Engines & Generators 27 INSPECTION/REPAIR CONNECTING ROD Connecting Rod Bushing Removal Connecting Rod Alignment 1. Clamp the connecting rod in a vise. 2. Use a brass bar and a bench press or hammer to Use a connecting rod aligner to measure the parallelism remove the connecting rod bushing. between the connecting rod big end hole and the con- necting rod small end hole. If either the measured parallelism exceeds the specified BENCH limit, the connecting rod must be replaced. PRESS Connecting Rod Alignment CONNECTING ROD (Per Length of 100 mm (3.94 in)) mm(in) SMALL END I Standard Limit OLD BUSHING I 0.05 (0.0020) 0.20 Parallelism or less (0.0079) Connecting Rod Bushing Installation Use the connecting rod bushing installer to install the CONNECTING connecting rod bushing. ROD ALIGNER Connecting Rod Bushing Installer: 9-8523-1369-0 (J-29765) NOTE: The connecting rod bushing oil port must be aligned with the connecting rod oil port. 3. Use a piston pin hole grinder CD fitted with a reamer ~ or an adjustable pilot reamer to ream the piston pin hole. mm(in) Standard Piston Pin and Connecting Rod Small End Bush- Connecting Rod Bushing 35.017 - 35.025 ing Clearance Inside Diameter (1.3786 - 1.3789) Use a caliper calibrator and a micrometer to measure the piston pin and connecting rod small end bushing ... clearance. If the clearance between the piston pin and the connect- ing rod small end bushing exceeds the specified limit, replace either the piston pin or the connecting rod bushing. mm(in) P~:~:> Standard Limit ALIGN OIL Piston Pin and Connec- SOLID PORTS 0.010 - 0.030 0.05 ting Rod Small End (0.0004 - 0.0012) (0.0020) REAMING THE PISTON HOLES Bushing Clearance ~ PISTON PIN CONNECTING ROD MEASURING SMALL END BUSHING CLEARANCE TAKING MEASUREMENTS Engines & Generators 28 INSPECTION/REPAIR Connecting Rod Bearing Inspection CRANKSHAFT 1. Fit the connecting rod bearing lower half into the Crankshaft and Bearing Inspection connecting rod bearing cap. 2. Check the connecting rod bearing lower half ten- 1. Inspect the crankshaft journal surfaces and the sion. crank pin surfaces for excessive wear and damage. If the tension is insufficient, the bearing must be 2. Inspect the oil seal fitting surfaces of the crankshaft replaced. front and rear ends for excessive wear and damage. 3. Tighten the connecting rod and the bearing cap to 3. Replace or repair the crankshaft if any excessive the specified torque. wear or damage is discovered. 4. Inspect the crankshaft oil ports for obstructions. kg.m(lb ft) 1st step 2nd step 5. Use high pressure air to clean the oil ports if neces- sary. Connecting Rod and Bearing 4 60o+3~: Cap Bolt Tightening Torque (28.9) FITTING THE LOWER BEARING Crankshaft Journal and Crankpin Outside Diame- 4. Use an inside dial indicator to measure the connect- ter ing rod inside diameter. 1. Use a micrometer to measure the crankshaft journal mm(in) outside diameter across points CD - CJ) and ~ Connecting Rod Bearing -~. 64 (2.520) Nominal Diameter 2. Use the micrometer to measure the crankshaft jour- nal outside diameter at the two points (@ and @). 3. Repeat steps 1 and 2 to measure the crankshaft out- side diameter. If the measured crankshaft journal diameter and/or the crankpin outside diameter are less than the standard value, the crankshaft must be reground. mm(in) (6 Cyl.) Position at i Standard Center 1 79.905 - 79.925 Crankshaft Journal ' Bearing Only I (3.1459 - 3.1467) -- Diameter I Other ! 79.919 - 79.939 Bearings i (3.1464 - 3.1472) mm(in) (4 Cyl.) Position at I StClndard --r--------------~ Crankshaft Journal All B · i 79.905 - 79.925 Diameter earmgs ! (3.1459 - 3.1467) Engines & Generators 29 INSPECTION/REPAIR mm(in) Standard 63.924 - 63.944 Crankshaft Pin Diameter (2.5167 - 2.5175) 4. Measure the crankshaft journal outside diameter (and/or the crankpin outside diameter) and the bearing inside diameters to determine the bearing clearance. Crankshaft Journal and Bearing Clearances If the bearing clearance exceeds the specified limit, the crankshaft must be reground (except for the 120N6 and Connecting Rod Bearing Inside Diameter 170T6) or the bearing must be replaced. Tighten the connecting rod and the bearing cap with mm(in) specified torque, and use inside dial indicator to mea- 6 CYL. Position at Standard Limit sure the connecting rod bearing inside diameter. Center kg.m(lb ft) 0.039-0.098 Crankshaft Journal Bearing (0.0015-0.0039) 1st step 2nd step 0.11 and Main Bearing Only Connecting Rod and Bearing 4 Clearance Other 0.025-0.084 (0.0043) Cap Bolt Tightening Torque (28.9) 60 o - 3 g: Bearings (0.0010-0.0033) mm(in) mm(in) Connecting Rod Bearing 4 Cyl. Position at Standard 1 Limit Nominal Diameter Crankshaft Journal EI3 All 0.039-0.098 I I 0.11 and Main Bearing Bearings (0.0015-0.0039) 1("0.0043) Clearance MEASURING CONNECTING mm(in) ROD BEARING Standard Limit 1.0. Crankpin and 0.03-0.07 0.10 Connecting Rod (0.0012-0.0028) (0.0039) Bearing Clearance Crankshaft Run-Out 1. Mount the crankshaft on a set of V-blocks. Crankshaft Journal Bearing Inside Diameter 2. Set a dial indicator to the center of the crankshaft 1. Install the main bearing cap with bearings to the journal. cylinder body with the specified torque and facing 3. Gently turn the crankshaft in the normal direction of the arrow mark on the bearing cap toward engine rotation. front. Place them in order of punched cylinder numbers. Read the dial indicator (TIR) as you turn the crank- shaft. 2. Use an inside dial indicator to measure the main bearing diameters. If the measured value exceeds the specified limit, the crankshaft must be replaced. kg.m(lb.tt) 24.1 ± 1 Main Bearing Cap Torque: (173.5 ± 7.2) mm(in) Main Bearing Nominal 80 Diameter (3.150) Engines & Generators 30 INSPECTION/REPAIR mm(in) Crankshaft Regrinding Procedure (4 CyL) Model Standard Limit . I i r,--------- i 1. Regrind the crankshaft journals and the crankpins. Crankshaft I 6 Cyl. I. I 0.40 (0.016) 2. Fillet the crankshaft journal and crankpin radious to ~---~' 0.05 (0.002) -- Run-Out I 4 Cyl. I . 0.30 (0.012) a minimum of R3.5 ± 0.2. If the crankshaft generated a crack after repair, There must be no stepping around the fillet area. replace the crankshaft. 3. Finish the crankshaft journal, crankpin, and oil port The crankshafts for the 120N6 and the 170T6 engines corners to a smooth surface having a chamfer can not be bench pressed because they are finished in radius of 1 mm (0.04 in). the Tufftride method. Crankshaft Journal and Main Bearing and Connecting Rod Bearing Ten- 0.4 11 or less Crankpin Roughness sion 4. Measure the crankshaft journal and crankpin clear- Check to see if the bearing has enough tension, so that ance. good finger pressure is needed to fit the bearing into position. Refer to "Crankshaft Journal Clearance" and "Crank- pin and Clearance': on FITTING THE BEARINGS 5. Measure the crankshaft run-out. Refer to "Crankshaft Run-Out': Crankshaft Grinding Limit (4 CyL) mm(in) Limit Crank Journal Diameter 79.4 19 (3.127) Crankshaft Regrinding (4 CyL) Crankpin Diameter 63.424 (2.497) To ensure crankshaft reliability, pay close attention to the following items during and after the crankshaft Undersize bearings 0.25 mm (0.010 in) and 0.50 mm grinding procedure. (0.020 in) are available to compensate for excessive mm(in) clearance between the crankpin bearing and the crank- Undersize Bearing shaft. Regrinding of the crankshaft to fit the undersize 0.25 (0.010) ! 0.50 (0.020) bearings is required. Availability mm(in) Note: Crankshafts for the 120N6 and the 170T6 can not be , Standard Limit reground because they are finished in the Tufftride met/wd. Crankpin and I 0.03-0.07 0.10 No attempt should be made to grindfinish these faces of the Connecting Rod (0.0012-0.0028) (0.0039) journals and crankpins as they are Tufftrided. (special Bearing Clearance I hardening treatment). 77lerefore. the undersize bearings are not prepared. Undersize bearings 0.25 mm (0.010 in) and 0.50 mm (0.020 in) are available to compensate for excessive clearance between the crankshaft journal bearing and the crankshaft. Regrinding of the crankshaft to fit the undersize bearings is required. mm(in) .., 00 :z: 6B Engines Only Position at I Standard ! Limit tj; n..~ ~ . ~ ' -' and Main Bearing Only Clearance Cent~r Other I 0.039-0.098 Crankshaft Journal Beanng 1(0.0015-0.0039) i ! i 0.025-0.084 ! Bearings ,(0.0010-0.0033) i 0.11 (0.0043) 4B Engines Only i Position at: Standard ! Limit Crankshaft Journal i All and Main Bearing ! B . 1 0.039-0.098 0.11 Clearance eanngs (0.0015-0.0039) (0.0043) Engines & Generators 31 INSPECTION/REPAIR Plastigage Clearance Measurements This is another method to measure the crankjournal bearing clearance. PlASTIGAGE SCALE Crankshaft Journal Bearing Clearance 1. Clean the cylinder body, the journal bearing fitting portions, the bearing cap, and the inside and out- side surfaces of the bearing. 2. Install the new journal bearing to the cylinder body. 3. Carefully place the crankshaft on the bearing. 4. Rotate the crankshaft approximately 30· to seat the bearing. Crankshaft Pin Bearing Clearance 5. Place the Plastigage (arrow) over the crankshaft 1. Clean the crankshaft, the connecting rod, the bear- journal across the full width of the bearing. ing cap, and the bearings. Apply engine oil to the Plastigage to keep it from 2. Install the bearing to the connecting rod. falling. Do not allow the crankshaft to move when installing o the bearing cap. 3. Hold the connecting rod (with the bearing installed) /PlASTIGAGE against the crankshaft pin. 4. Attach the plastigage to the crankshaft pin. Apply engine oil to the plastigage to keep it from falling. 5. Install the connecting rod bearing cap and tighten it to the specified torque. Do not allow the connecting rod to move when o o installing and tightening the bearing cap. 6. Remove the bearing cap. 6. Install the bearing cap with the bearing. 7. Compare the width of the plastigage attached to 7. Tighten the bearing cap to the specified torque. either the crankshaft or the bearing against the Do not allow the crankshaft to turn during bearing scale printed on the plastigage container. cap installation and tightening. If the measured value exceeds the limit, perform the following additional steps. TIGHTEN THE BEARING CAP 1) Use a micrometer to measure the crankshaft outside diameter. 2) Use an inside dial indicator to measure the bearing inside diameter. 3) Replace the crankshaft and/or the bearing if the measured value(s) exceed the limit. 8. Remove the bearing cap. 9. Compare the width of the plastigage attached to either the crankshaft or the bearing against the scale printed on the plastigage container. If the measured value exceeds the limit, perform the following additional steps. 1) Use a micrometer to measure the crankshaft outside diameter. 2) Use an inside dial indicator to measure the bearing inside diameter. 3) Replace the crankshaft and/or the bearing if the measured value(s) exceed the limit. Engines & Generators 32 INSPECTION/REPAIR Crankshaft Tufftriding Inspection (6 Cyl.) Oil Seal Wear Ring Replacement (6 cyl.) Inspection Model 120N6 and 170T6 Removal 1. Use an organic cleaner to thoroughly clean the Use the oil seal wear ring remover to remove the oil crankshaft. There must be no traces of oil on the seal wear ring from the crankshaft front end. surfaces to be inspected. Oil Seal Wear Ring Remover: 2. Prepare a 10% solution of ammonium cuprous chlo- ride (dissolved in distilled water). OIL SEAL WEAR 3. Use a spot glass rod to apply the solution to the RING REMOVER surface to be inspected. Hold the surface to be inspected perfectly horizontal to prevent the solution from running. Note: Do not allow the solution to come in contact with the oil ports and their surrounding area. TEST LIQUID SHOULD AMMONIUM NOT BE APPLIED Installation CUPROUS NEAR THE OIL PORT CHLORIDE Use a brass bar and a hammer to drive the oil seal ~ Jt wear ring into place. FACE IN CONTACT WITH CRANKPIN OR JOURNAL Judgement 1. Wait for thirty to forty seconds. If there is no discoloration after thirty or forty sec- onds, the crankshaft is useable. If discoloration appears (the surface being tested will become the color of copper), the crankshaft must be Crankshaft Gear Inspection replaced. Visually inspect the crankshaft gear. 2. Clean the surface being tested with clean water of Replace the crankshaft gear if excessive wear or steam immediately after completing the test. damage is discovered. Note: The ammonium cuprous chloride solutio/l is highly Removal corrosive. Because of this. it is imperative that the surfaces being tested be cleaned immediately after completing the lest. Use the crankshaft gear remover to remove the crank- shaft gear. Crankshaft Gear Remover: 9-8521-0141-0 Engines & Generators 33 INSPECTION/REPAIR Flywheel Housing Oil Seal Replacement Removal Use a pry bar to remove the flywheel housing oil seal. Installation o Use the oil seal installer to install the flywheel housing oil seal. Installation Use the crankshaft gear installer to install the crankshaft gear. FLVWHEEL AND FL VWHEEL HOUSING INSTALLING (REAR OIL SEAL) THE OIL Ring Gear Inspection SEALER Inspect the ring gear. TIMING GEAR CASE COVER If the ring gear teeth are broken or excessively worn, the ring gear must be replaced. Crankshaft Front Oil Seal Replacement Removal Use an adapter and a hammer to remove the crank front end oil seal. Installation Use the crankshaft front oil seal installer to instal crankshaft front oil seal. REMOVING THE RING GEAR Ring Gear Removal Strike around the edges of the ring gear with a hammer and chisel to remove it. INSTALLING FRONT OIL SEAL Ring Gear Installation 1. Heat the ring gear evenly with a gas burner to invite thermal expansion. Do not allow the temperature of the ring gear to exceed 200·C (390·F). 2. Use a hammer to install the ring gear when it is suf- ficiently heated. Engines & Generators 34 ASSEMBLY SNAP RING PLIERS ~ ~~~~~_4 PISTON RINGS PISTON/CONNECTING ROD ASSEMBLY ~3SNAPRING 2 PISTON PIN ~~ 1 PISTON 4. Piston Ring 1) Use a piston ring installer to install the three piston rings. Install the piston rings in the following order. (1) Oil ring (2) 2nd compression ring 2 CONNECTING_ (3) 1st compression ring ROD - - - - l..... The marked side of the two compression rings must be facing up. 5 CONNECTING The undercut side of the second compression ROO BEARING~ ring will be facing down. As the oil ring has no any facing mark, it may face in either direction. 2) Lubricate the piston ring surfaces with engine ~ NUMBERS INDICATE THE SUGGESTED ORDER OF ASSEMBLY oil. 3) Check that the piston rings rotate smoothly in the piston ring grooves. ~ _ 1STCOMP. PISTON AND CONNECTING ROD Y- f _ _ _ 2NDCOMP. Important Operations ) cJ .. ~ 1. Piston PISTON Use a piston heater to heat the pistons to approxi- OIL mately 60·C (140·F). 2. Connecting Rod PISTON RINGS 1) Install the connecting rod to the piston with 5. Connecting Rod Bearing setting the marks as illustrated. 1) Install the connecting rod bearings to .the con- 2) Install the piston pin into the piston and the necting rod large-end and the connecting rod connecting rod bushing. cap. PISTON HEAD 2) Install the bearing cap to the connecting rod with semi-tightening the cap bolts. FRONTMARK@ 3) Lubricate the bearing with engine oil. USING A PISTON HEATER /\ 3. Piston Pin Snap Ring 1) Use a pair of snap ring pliers to install the pis- ton pin snap ring. 2) Check that the piston moves smoothly on the piston pin. Engines & Generators 35 6 SPRING SEAT ~ (SPLIT COLLAR) /T ASSEMBLY 5 SPRING SEAT UPPER 4INTAKE/EXHAUST -------c~~ 10 INTAKE MANIFOLD 1 VALVE STEM SPRINGS ~OILSEAL 3 SPRING SEAT CYLINDER HEAD (LOWER) ASSEMBLY 7THERMOSTAT. EXHAUST MANIFOLD HOUSING AND GASKET & GASKET 8 THERMOSTAT----;~~ 9 WATER----,~~~ - PIPE ! OUTLET 2 ~ INTAKE AND Important Operations ,-' EXHAUST VALVES 1. Valve Stem Oil Seal 1) Lubricate the oil seals and valve stem sealing area with engine oil. 2) Use a valve stem oil seal installer to install the oil seal. INSTALLER 3. Intake and Exhaust Valve Springs Install the valve springs with their painted end (the close pitched end) facing down. 2. Intake and Exhaust Valves 1) Place the cylinder head on a flat wooden sur- face. 2) Lubricate valve stems with engine oil. 3) Install the valves to the intake or exhaust guides. PAINTED PORTION Install the valves to their original lapped valve seats. Engines & Generators 36 ASSEMBLY TORQUE ORDER SPRING COMPRESSOR 4. Spring Seat Split Collar 1) Use a spring compressor to push the valve spr- ing into position. 2) Install the spring seat split collar. 6. Exhaust Manifold and Gasket 3) Set the spring seat split collar by tapping lightly 1) Install the exhaust manifold gasket. around the head of the collar with a rubber The 'TOP" mark must be facing up. hammer. 4 CYL. AND 6 CYL. USE DIFFERENT MANIFOLD GASKETS. SETTING THE SPRING 6CYL. SHOWN SEAT SPLIT COLLAR 2) Install the exhaust manifold. 3) Tighten the exhaust manifold bolts to the speci- fied torque a little at a time in the numerical order shown in the illustration. kg.m(lb.ft) Exhaust Manifold Bolt 5. Intake Manifold and Gasket 2.9 ± 0.5 (21.0 ± 3.6) Torque 1) Install the intake manifold gasket. The intake manifold gasket must be installed SIX CYL. with its unchamfered corner facing up and to ----, the front of the engine. G~- I I 11 I I I 9 1 12 : '-- J ˘::lREAR UNCHAMFERED CORNER FOUR ~YL ·. __ ._______- -__ 2) Install the intake manifold. 6 3) Tighten the intake manifold bolts to the speci- fied torque a little at a time in the numerical order shown in the illustration. 1 5 kg.m(lb.ft) Intake Manifold Bolt 2.6 ± 0.5 (18.8 ± 3.6) Torque INSTALL EITHER END OF THE =~~iiiiiiii~iiiiiiiiiiii~t~r-DISTANCE TUBE TO THE SPOT FACING (6 CYL. ONLY) Engines & Generators 37 ASSEMBLY 5 CRANKSHAFT ~ THE ROCKER ARM MUST BEARING (LOWER) AND BEARING CAP ~~ BE INSTALLED WITH THE OIL PARTS FACING UP. '12l"':.A-o~~~~~ 20lL PUMP AND COUPLING NUMBERS INDICATE SUGGESTED ASSEMBLY SEDUENCE '" 14 OIL PAN (NOT SHOWN) , 1 OIL ~ JET 8 CAMSHAFT 1010LER:::a-"? 1 OIL COOLER GEAR ~~ ~(jJ" 9 ~ IDLER GEAR SHAFT MAJOR COMPONENT REASSEMBLY STEPS Important Operations WITH OIL HOLE ~DJiJ 1. Oil Jet (6 Cyl. Turbo) Install the oil jets taking care not to damage the oil jet nozzles. kg.m(lb.ft) Oil Jet Torque 2.1 ± 0.5 (15.2 ± 3.6) I 2. Crankshaft Bearing (Upper Half) 3. Crankshaft Bearing (Lower Half) and Crankshaft Bearing Cap 4. Crankshaft ~NO OIL GROOVE (LOWER) ~D HOLE The Crankshaft Bearing Configulation Crankshaft counterweight size will vary from engine With Oil Groove Without Oil GroovE to engine. Check your Parts Catalog Part Number listing to determine crankshaft counterweight size Bearing Upper 4 All Upper Halves - for your engine. Half 6 All Upper Halves - 5. Thrust Bearing All Lower Halves Center Bearing Install the thrust bearings with the oil groove side Bearing Lower 4 Except Center facing the crankshaft sliding face. Only Half Bearing - 6 - All Lower Halves Take care not to misinstall the bearing halves. Engines & Generators 38 ASSEMBLY 8. Camshaft Tighten the thrust plate bolts through the camshaft gear hole. kg.m(lb.ft) Thrust Plate Bolt Torque 2.6 ± 0.5 (18.8 ± 3.6) I kg.m(lb.ft) Camshaft Gear Bolt Torque 6. Crankshaft Bearing Cap 1) Lubricate the bearing cap bolts with engine oil. 2) Install the bearing caps to the crankshaft. The arrow mark must be pointing to the front of the engine. 3) Tighten the bearing cap bolts to the specified torque a little at a time in the numerical order shown in the illustration. kg.m(lb.ft) Crankshaft Bearing Cap 24.0 ± 1 (173.5 ± 7.2) 9. Idler Gear Shaft Bolt Torque Use the thrust collar fixing bolt as a guide to install the idler gear shaft. 4) Check that the crankshaft turns smoothly by manually rotating it. The oil port must be facing the camshaft. 10. Idler Gear 1) Install the idler gear. Set the timing marks [A] and [B] as shown in the illustration. 2) Tighten the idler gear bolts seating the thrust collar to the specified torque. The thrust collar must be installed with the 7. Timing Gear Case chamfered side facing the front of the engine. 1) Apply liquid gasket to the timing gear case sur- kg.m(lb.ft) faces contacting the cylinder body. Idler Gear Bolt Torque 5.5 ± 1 (39.8 ± 7.2) I 2) Tighten the timing gear case bolts to the speci- fied torque. kg.m(lb.ft) INJECTION PUMP GEAR CAMSHAFT GEAR C-MARK Engines & Generators GEAR 39 ASSEMBLY " . Piston and Connecting Rod 7) Lubricate the connecting rod cap bolt threads Position the piston ring gaps as shown in the illus- and setting faces with Mos grease. tration. 8) Use the angular tightening method to tighten 1) Set the piston ring gaps as shown in the illus- the connecting rod cap bolts to the specified tration. torque. kg.m(lb ft) 2) Lubricate the piston, the piston rings, and the connecting rod bearings with engine oil. 1st step 2nd step 3) Position the piston front mark towards the front Connecting Rod Bolt Torque 4 60 o + 3g: of the engine. and Angle (28.9) , 2. Oil Pump and Coupling PISTON RING ALIGNMENT 1) Lubricate the oil pump with the specified grade of engine oil. 4) Use the piston ring compressor to compress the piston rings. 2) Install the oil pump with the coupling. 3) Tighten the oil pump bolts to the specified torque. FRONT kg.m(lb.ft) MARK Oil Pump Bolt Torque 5.3 ± 1.0 (38.3 ± 7.2) I , 3. Flywheel Housing 1) Apply a liquid gasket to the shaded area of the illustration. 2) Install the flywheel housing. 5) Use a hammer grip to push the piston in until it makes contact with the crankpin. Tighten the flywheel housing bolts to the speic- fied torque. At the same time, rotate the crankshaft until the crankpin reaches its highest point. kg.m(lb ft) Flywheel Housing Outer Bolt 16.1 ± 1 (115.7 ± 7.2) 6) Set the bearing cap cylinder number marks and Bolt Torque Inner Bolt 2.6 ± 0.5 (18.8 ± 3.6) the connecting rod cylinder number marks. The marks must be facing the exhaust manifold. CYLINDER NUMBERS ~APPLY LlaUID GASKET REFER TO THE "ANGULAR TIGHTENING METHOD. " FLYWHEEL HOUSING Engines & Generators 40 ASSEMBLY 14. Oil Pan MAJOR COMPONENT REASSEMBLY 1) Apply liquid gasket to the areas indicated by the arrows in the illustration. Important Operations 2) Install the oil pan gasket. 1. Flywheel 3) Install the oil pan. 1) Lublicate the flywheel bolt threads. Tighten the oil pan bolts to the specified torque. 2) Install the flywheel. kg.m(lb.ft) Oil Pan Bolt Torque 2.6 ± 0.5 (18.5 ± 3.6) I The crankshaft rear end dowel pin and the fly- wheel dowel hole must be aligned. 3) Tighten the flywheel bolts to the specified torque in the numerical order shown in the illustration. kg·m(lb.ft) Flywheel 116 ± 1.5 (115.7 ± 10.8) Bolt Torque 22.3 ± 2.2 (161.2 ± 15.9) LUBRICATE WITH ENGINE OIL 15. Oil Cooler 1) Apply liquid gasket to the oil cooler gasket. 2) Install the oil cooler gasket to the oil cooler body case. 3) Install the oil cooler. Tighten the oil cooler bolts to the specified torque. Start from the middle and work out to either side. 2. Injection Pump and Injection Pump Gear Assembly kg.m(lb.ft) 1) Install the injection pump bracket with the injec- Oil Cooler Torque 2.6 ± 0.5 (18.5 ± 3.6) I tion pump to the timing gear case. Dowel the injection pump bracket with the tim- OIL COOLER ing gear case. ASSEMBLY 2) Tighten the injection pump bolts to the speci- fied torque. 3 ELEMENT __ kg.m(lb.ft) I Injection Pump Bolt Torque I 2.6 ± 0.5 (18.8 ± 3.6) I 3) Align the injection pump gear "C" timing mark with the idler gear "C" timing mark. INJECTION~~ PUMP ''-1 BY-PASS VALVE, O-RING, SPRING AND PLUG INJECTION PUMP GEAR-- OIL COOLER BOLT WESTERBEKE Engines & Generators TORQUE SEQUENCE 41 ASSEMBLY 3. Crankshaft Pulley Nut 6. Cylinder Head, Gasket, and Bolts a) Apply MoS2 to the crankshaft pulley nut threads a) Carefully place the cylinder head gasket on the and fitting face. cylinder body upper surface. b) Use the appropriate wrench to tighten the The gasket "TOP" mark must be facing up. crankshaft pulley nut to the specified torque. b) Align the cylinder body dowels and the cylinder Kg-m (Ib-H) head dowel holes. CRANKSHAFT PULLEY NUT TORQUE 44.0 ± 5.0 (318.1 ± 36.2) (4B SERIES) (6B SERIES) 44.0 ± 5.0 (318.1 ± 36.2) TOP MARK P FRONT SOCKET WRENCH c) Carefully place the cylinder head on the cylinder body. d) Tighten the cylinder head bolt as follows: 4. Tappet Chamber Cover 1. As cylinder head bolts have two kinds of length, install them at the proper location. (The shorter a) Apply liquid gasket to the tappet chamber cover ones 4 cyl. series: 4 bolts, 6 cyl. series; 6 gasket. bolts) must be used at the injection pump side. b) Install the tappet chamber cover and tighten the 2. Follow the numerical sequence shown in the bolts to the specified torque. illustrations. Kg-m (lb-H) TAPPET CHAMBER COVER 2.6 ± 0.5 (18.8 ± 3.6) BOLT TORQUE +- FRONT TAPPET CHAMBER COVER TORQUE SEQUENCE 5. Water Pump 3. The cylinder head bolt tightening method vary depending on the gasket type to be used. NOTE: Refer to the Coolant Pump sectioll ill this manual for details of the water pump. Engines & Generators 42 ASSEMBLY For laminated steel type gasket. 14 ROCKER ARM Apply molybdenum disulfide grease to the ASSEMBLY · cylinder head bolt threads and setting faces. Use the Angular Tightening Method. kg.m(lb.ft) 1st step 2nd step 3rd step 1 CYLINDER HEAD Bolt Torque 7.0 (50.6) 9.0±O.5 (65.1 ±3.6) 90o+3~: For steel-asbestos sandwich gasket. Apply engine oil to the cylinder head bolt threads and setting faces. kg.m(lb.ft) 1st step 2nd step New bolt 9.5±o.5 (68.6±3.6) Bolt Torque 7.0 (50.6) Reused bolt 11.5±o.5 (83.1 ±3.6) I 7. Rocker Arm and Rocker Arm Shaft 1) Check that the rocker arm shaft bracket lower surface oil port is free from obstruction. 2) Install the rocker arm shaft with the bracket to the 'cylinder head. 3) Tighten the rocker arm bracket bolts to the specified torque a little at a time in the numeri- cal order shown in the illustration. 4) Lubricate the rocker arm and the rocker arm shaft with engine oil. 8 TAPPET kg.m(lb.ftl CHAMBER Rocker Arm Shaft Bracket ~COVER 3.1 ± 0.5 (22.4 ± 3.6) Bolt Torque '@~ Q;i 2 3 7 ROCKER ARM ASSEMBLY 4 4 BRACKETS NUMBERS INDICATE SUGGESTED ASSEMBLY SEQUENCE 2 3 5) Adjust the valve clearance. Refer to MAINTENANCE for the valve clearance ROCKER ARM SHAFT adjustment procedure. THE ROCKER ARM MUST BE INSTALLED WITH THE OIL PARTS FACING UP 3 ROCKER ARMS Engines & Generators NUMBERS INDICATE SUGGESTED ASSEMBLY SEQUENCE 43 ASSEMBLY 1. Cylinder Head Cover 3. Oil Filter Assembly 1) Check that the rocker arms, the rocker arm 1) Before the installation, set the special gaskets shafts, and the valve springs are thoroughly which are included within the repair kit with the lubricated with engine oil. two oil filter mounting bolts. If required, relubricate these parts. 2) Apply a coat of LOCTITE 271 on the bolt 2) Place the cylinder head cover gasket on the threads to seal the bolts from the crankcase as illustrated. cylinder head cover. 3) Install the oil filter assembly and tighten the Check the head cover gasket for looseness. bolts securely. 3) Tighten the cylinder head cover bolts to the kg.m(lb.tt) specified torque a little 'at a time in the sequ- Oil Filter Assembly ence shown in the illustration. Mounting Bolt Torque 6 cn. kg.m(lb.tt) Cylinder Head Cover Bolt 2.1 ± 0.5 (15.2 ± 3.6) Torque 4 cn. kg.m(lb.tt) 4. Injection Nozzle Cylinder Head Cover Bolt Install the injection nozzles with the injection nozzle 1.1 ± 0.5 (7.9 ± 3.6) Torque gaskets. Be carefull not to damage the nozzle tips. kg.m(lb.tt) e 2 - 1.9 ± 0.2 (13.7 ± 1.5) 6 CYLINDER CYLINDER HEAD NOZZLE /:...L...c..+--.~,,~ COVERS GASKET 5. Fuel Injection Pipe and Fuel Leak Off Pipe 4 CYLINDER 1) Install the fuel injection pipes ® and tighten the bolts to the specified torque. kg.m(lb.tt) 2. Starter Injection Pipe Torque 3.1 ± 0.2 (22.4 ± 1.5) I Install the starter to the flywheel housing and tighten the bolts to the specified torque. 2) Carefully position and set the clips CD It is very important that each clip be positioned kg.m(lb.ttl correctly. Starter Fixing Bolts 8.4 (60.7) An improperly positioned clip will result in Torque objectionable fuel pulsing noise and injection pipe breakage. DRIVE BELT 3) Install the fuel leak off pipes® Adjust the drive belt tension. Refer to MAINTENANCE for the drive belt tension adjustment. Engines & Generators 44 ASSEMBLY 6. Fuel Pipe (Feed Pump to Fuel Filter). 16. Alternator installation. 7. Fuel Pipe (Fuel Filter to Injection Pump). a. Put the alternator in position. Install the adjusting 8. Fuel Return Pipe. bolt in position to hold the alternator in position. Install the fuel pipes and tighten the fuel pipe joint b. Put the belt in position on the pulley. Move the bolts to the specified torque. alternator away from the engine to make an adjustment to the belt. Take care not to interchange the check valves and joint bolts. c. Tighten the bolts. d. Make sure the tension of the belt is correct, about Kg-m (lb-ft) 1/2" deflection at the center with pressure. I FUEL PIPE JOINT BOLTTORQUE 1.7 ± 0.1 (12.3 ± 0.7) 9. Intake Pipe. MARINE TRANSMISSION Install the intake pipe and tighten the intake pipe 1. Assemble the damper plate to the flywheel. flange bolts to the specified torque. 2. Reinstall the marine transmission and fill with ATF Dextron III. Kg-m (lb-fI) INTAKE PIPE FLANGE BOLT TORQUE 1.7 ± 0.1 (12.3 ± 0.7) NOTE: Some transmissions, such as the Borg Warner Velvet 1 O.lnstall the Thermostat and Thermostat Housing. Drive require oil coolers. Oil coolers should be cleaned, a. Inspect the thermostat housing and the housing pressure tested and repainted at engine overhaul. The gasket. Apply some sealant to the gasket when transmission oil cooler hoses should also be inspected. reassembling. Refer to the text on Heat Exchangers. b. Install the temperature switch and sender and 3. Fill the engine cooling system with antifreeze reconnect their wires. mixture and the engine oil sump with lube oil 11.lnstall the Oil and Water Sender and Switch. (A.P.1. spec. CF or CG-4). 12.lnstall the Starter Motor. The engine should, be test run under load prior to reinstalling. At this time readjust the valve 13.lnstall the Breaker Panel and the Preheat clearances on the hot engine. Solenoid. Allow the engine to cool to room temperature and re- 14.Reinstall the Engine Electrical harness. torque the cylinder head bolts and re-check the 15. Mount the complete Exhaust Manifold and the valve clearances. See ENGINE ADJUSTMENTS. Expansion Tank to the Cylinder Head. GENERATOR EXHAUST MANIFOLD/HEAT EXCHANGER 1. Mount the generator back end assembly with its The exhaust manifold, which was disassembled from the control panel. Reconnect all DC wiring and cylinder head, should be inspected before reassembly. reconnect all AC connections. a. Remove the exhaust elbows from the lower surface of the manifold. Clean and inspect for cracks and defects. Replace as needed. A CAUTION: Check al/ AC and DC wiring b. Remove the exhaust nipples, elbows and plugs from connections to WESTERBEKE wiring schematics the manifold and heat exchanger. and diagrams. c. Remove water connectors from the ends of the manifold. Be sure to note the proper location and arrangement of each for proper alignment. 2. Fill the engine cooling system with antifreeze mixture and the engine oil sump with lube oil d. Examine all parts for defects, corrosion and wear (A.P.1. spec. CF or CG-4). and replace as needed. The engine should be test run under load prior to e. Flush out the manifolds interior with a liquid cleaner reinstalling. At this time readjust the valve and rinse thoroughly with fresh water. clearances on the hot engine. f.Use a pipe cleaner to clear the passage that Allow the engine to cool to room temperature and re- connects the coolant recovery tank tubing. torque the cylinder head bolts and re-check the g. Flush out the coolant recovery tank and its valve clearances.See ENGINE ADJUSTMENTS. connecting tube. h. Replace the heat exchanger zinc. Llnstall new hose connections and clamps for the cool- ing system. Engines & Generators 45 ASSEMBLY ENGINE TUNING OPERATION 10.Check that the engine oil is continuously circu- lating from the oil pump to the valve rockers After reassembly, the engine must be tuned. This will through the cylinder head. ensure that the engine operates at its maximum efficiency. If there is no oil circulation or if the oil circulation is sluggish, stop the engine and make the appropriate 1. Mount the engine on a test bench. repairs or adjustments. 2. Connect the electrical wiring. Refer to the WIRING Reinstall the cylinder head cover. DIAGRAM. 11.lncrease the engine speed to 1500 rpm to do the 3. Connect the air intake line to the air cleaner. engine warming-up operation. 4. Connect the exhaust pipe. 12.Check the engine for oil, fuel, coolant, and air 5. Manually operate the fuel feed pump to feed fuel intake leakage. to the engine. 13. Check for abnormal noise and odor. 6. Bleed the fuel lines of air. 14.Check for abnormal electrical charging. 7. Crank the engine with the starter (non-ignition 15. Check the engine fastening parts for looseness. operation) for about twenty seconds. This will pre-lubricate the engine internal components. 16 When the engine coolant temperature reaches 75°C (167°F) or more, increase the engine speed S. Start the engine and allow it to run at 750 to SOO to 2000 rpm and allow it to run for twenty rpm for five minutes. seconds. 9. Remove the cylinder head cover while the engine This will give the engine the essential run-in is running. operating time. 17.Adjust the engine operation speed to the specified value. 1S. Stop the engine to complete the tuning procedure. Refer to the following pages for details of sub-assemblies. These sections also include: Wiring D!agrams,. Engine/Generator Specifications, Torque Diagrams, Generator Data, and a detailed Troubleshooting Section. Engines & Generators 46 LUBRICATING SYSTEM OIL SYSTEM FLOW DIAGRAM Full flow filter Oil pressure r - - - - - - - - - - - - - - - - -, and oil filter I Starter I ~--- I ~y.pass ",' n <~l-':,--------'--f----1 I warning light ,switch -.J Battery I J TURBO ONLY 11 f-. - 1 ~ j I - valve V"'" - -, LJ I ~ I IValve opening ~ pressu re 1 kg/cm 1 OL'I-------"t h ----:_________ . ~L...::....,....:p::..r..::.e.:..:ss..::.u-,re-,sw~,.:..:c-'--_ _ _ _ _i--_ _ _ _ _-, I ,~ Ini· .8~ Oiling pump 5'" iet 1-'Ł 6BD1·T only r-- --, I I I Partial I I I Valve opening Oil I filter I pressure 4.5kg/cm' relief Pisto I I L _ _ _ _ _ .J valve I I I : I ~ _________ J / Oil pan OIL PUMP Visually inspect the disassembled parts for THIS GEAR TYPE OIL excessive wear and damage. PUMP IS DRIVEN BY THE CAMSHAFT OIL Oil Pump Drive Gear PUMP DRIVE Use a feeler gauge to measure the clearance between the oil pump cover (oil pump case) inside surface and NUMBERS INDICATE the drive gear. SUGGESTED ORDER If the cle'arance exceeds the specified limit, the drive OF DISASSEMBLY gear and/or the oil pump cover must be replaced, mm(in) Limit Oil Pump Cover and Oil Pump 0.18 (0.0071) Drive Gear Clearance 4DRIVEN GEAR DRIVE SHAFT OIL PUMP COVER FEELER GAUGE & GEAR 6 DRIVEN GEAR SHAFT - - - - ...J-<;;;~.-j 2 SUCTION PIPE Make the necessary adjustments, repairs, and parts replacements if excessive wear or damage is indicated, Engines & Generators 47 LUBRICATING SYSTEM Cartridge (Spin-On) Type Removal Remover and Installer: Filter Wrench 1. Loosen the used oil filter by turning it counterclock- wise with the filter wrench. .....~I ...___ __ STRAIGHTEDGE 2. Discard the used oil filter. Installation FEELER GAUGE 1. Wipe the oil filter mounting face with a clean rag. This will allow the new oil filter to seat properly. Oil Pump Driven Gear ' 2. Lightly oil the O-ring. Use a feeler gauge to measure the clearance between 3. Turn in the new oil filter until the sealing face is fit- the oil pump case cover inside surface and the driven gear. ted against the O-ring. 4. Use the filter wrench to turn in the oil filter an addi- If the clearance exceeds the specified limit, the driven tional 3/4 of a turn or one turn. gear or the oil pump cover must be replaced. 5. Check the engine oil level and replenish to the spec- mm{in) ified level if required. Limit 6. Start the engine and check for oil leakage from the Oil Pump Body and Driven oil filter. Gear Clearance --------- 1 ELEMENT OIL COOLER NUMBERS INDICATE THE ORDER OF ASSEMBLY SPIN DN OIL FILTER ~ INSPECT AND MAKE ALL D-RING NECESSARY REPAIRS AND REPLACEMENTS Install the oil cooler element to the oil cooler, and tighten the cooler element fixing nuts to the speci- fied torque. . kg.m(lb.tt) Oil Cooler Element 2.6 ± 0.5 (18.8 ± 3.6) Fixing Nut Torque DRAIN CONTAINER -~~u CHANGING THE OIL Engines & Generators 48 COOLING SYSTEM 1 COOLANT PUMP NUMBERS INDICATE PULLEY ORDER OF DISASSEMBLY 2 COVER AND GASKET f\ 3IMPELLER~ COOLANT PUMP DISASSEMBLY SNAP RING 3. Snap Ring Use a pair of snap ring pliers to remove the snap 1. Impeller ring. Use the remover to remove the impeller. 4. Spindle, Bearing, and Spacer Use a bench press and a suitable remover to REMOVER remove the spindle, bearing, and spacer. ___ PUMP ------ BODY VISE 2. Use a bench press and a suitable rod to remove the pulley center. 5. Seal Unit, Washer and Seal Use a suitable remover to remove the seal unit, the PULLEY CENTER washer, and the seal. Engines & Generators 49 COOLING SYSTEM INSPECTION AND REPAIR ASSEMBLY Make the necessary adjustments, repairs, and parts 7. Spindle, Bearing, and Spacer replacements if excessive wear or damage is discovered during inspection. Lubricate the bearing with multipurpose grease. Use a bench press to install the spindle, the bearing and the spacer. REMOVING THE BEARINGS AND SPACER SMALLER BEARING LARGE BEARING 6. Bearing Replacement 8. Snap Ring Removal: Use a pair of snap ring pliers to install the snap Use a bench press to remove two bearings and the ring. spacer. 9. Pulley Center Installation: Use a bench press and a bar to install the pulley Use a bench press to install two bearings and the center. spacer. PRESS & BAR PULLEY CENTER-----'~ Use a micrometer to check the fitness at the three points shown in the illustrations. mm(in) Shaft to Pulley Center 0.02 - 0.06 Fitness (0.0008 - 0.0024) 10. Seal Unit, Washer and Seal -- Shaft to Impeller 0.07 - 0.11 1) Apply a thin coat of liquid gasket to the seal Fitness Fitness (0.0028 - 0.0043) unit outer periphery before installation. Pulley Center to Pulley 0.14 (0.0055) Fitness or less 2) Use a bench press and a bar to install the seal unit into the pump body. SHAFT IMPELLER ~ PULLEY CENTER ® PULLEY @ o V TAKING MEASUREMENTS Engines & Generators 50 COOLING SYSTEM 11. Impeller HEAT EXCHANGER 1) Use a bench press to install the impeller to the The heat exchanger should be inspected and serviced spindle. during an engine overhaul. 2) Use a feeler gauge to measure the clearance 1. Disconnect the hoses and remove the hoses fittings, between the impeller and the pump body. drain plug and zinc anode. Also, remove the end fittings and gaskets, mm(in) 2. Inspect the tube (casing) for wear and dents, if at all Clearance between suspect replace the heat exchanger. 0.3-0.8 (0.0118-0.0315) Impeller and Pump Body 3. Clean out any zinc debris and pressure test the coolant and raw water passages. * - - - - BENCH PRESS 4. When reassembling, install new gaskets and O-rings. Apply some lubricant to the new gaskets and to the fittings as you install them. 5. Install a new zinc anode. FEELER ----;.~~~::::=?::::::: GAUGE t- Note: All of the above can be accomplished by sending the heat exchanger to a heat exchanger service shop. They will \(" also service transmission and engine oil coolers, 12. Pulley \I 6. Repaint the assembled heat exchanger with Install the pulley and tighten the pulley bolts to the WESTERBEKE heat resistant spray enamel. specified torque. kg.m(lb.ft) I Pulley Fixing Bolts Torque I INSTALLING THE PULLEY THERMOSTAT ZINC ANODE Disassemble and inspect both halves of the thermostat ALSO SERVES AS A housing looking for cracks and deterioration, replace if DRAIN FOR RAW WATER necessary. Install a new thermostat and gasket. INSPECT THE THERMOSTAT HOUSINGS F O CRACKS OR DAMAGE INSTALL A NEW ~ '. R '. . b . /. .~, . ' ":C-' .. '\ THERMOSTAT AND GASKET i~~!', \ /,j(§ , ' TO REMOVE HEAT EXCHANGER REPLACE GASKET 1 DRIVE BELT Adjustment 1. Inspect the cooling fan drive belt for cracking and other damage. Replace if suspect. 2. Check the drive belt tension by exerting a force of 10kg (22 Ib) midway between the pulley and the alternator pulley. 3. Adjust the belt tension by loosing the alternator THE GASKET IS GROOVED mounting bolt and adjusting bolt and pivoting the AND FITS AROUND THE alternator. OUTER EDGE OF THE THERMOSTAT Be sure to retighten the bolts after adjusting the belt tension. Engin~ s & Generators 51 WESTERBEKE RAW WATER PUMP COMPLETE OVERHAUL/PUMP REMOVED FROM ENGINE DISASSEMBLE INSPECTION 1. Remove the six screws and lock washers, and the sealing Inspect all parts for wear and corrosion. It is also O-ring. Inspect the O-ring for re-use. recommended that O-rings, gaskets, and seals be replaced. NOTE: Inspect the impeller for cracks or stiffness and replace if necessary. PARTS LIST 2. Remove the impeller key. Key # Part Name Part Number Quantity 3. Remove the lock nut and withdraw the drive gear from Pump Housing 44344 the pump shaft and remove the key. [Insert a metal rod 2 Shan 43510 0.19" in diameter thru the hole in the shaft to prevent it 3 Impeller 43506 ---- ._--- ------ from turning while removing the lock nut]. 4 Cam 43503 5 Cover 43509 4. Using snap pliers, remove the snap ring. 6 Gear 43511 ---- .. S. Press out the shaft and bearing assembly from the pump 7 ------~---- O-Ring 43567 housing. Using an arbor press, support the bearings inner 8 Key 43675 2 race and press the shaft out of the bearings. 9 Bearing 35972 2 ----- ---_.. - ------ - 6. Remove the O-rings from the shaft. 10 Seal 43566 1 11 O'Ring 43568 7. Remove the shaft seal from the housing.[Note the seal 12 Snap Ring 43569 face position in the housing so as to re-install the new - - --- -- ------- -- --- 13 O'Ring 43570 1 seal correctly]. 14 Cap Screw 43673 6 8. Remove the cam screw and sealing washer and withdraw 15 Nut 45691 1 ------ the cam from the housing. 16 Lockwasher 317BO 6 17 O'Rlng 44183 18 Screw 43675 REASSEMBLY 19 Washer 32869 1 Reassemble the pump in the reverse order. Cap Screw 43674. 1 Apply a small amount of petroleum jelly on the lip of the shaft seal and on the shaft itself when installing the shaftlbearing assembly into the pump housing. CAREFULLY MESH THE PUMPS GEAR WITH THE TIMING GEAR When installing the pump cam inside the housing, apply a WHEN ASSEMBLED small amount of Permatex #1 to the inner surface of the cam and to the securing screw threads. Remove any excess. 6 USE PERMATEX #1 ON THE SCREW THREADS AND THE INNER CAM INSPECT HOUSING FOR CRACKS AT REASSEMBLY, APPLY A LIGHT COAT OF SILICONE OR PETROLEUM JELLY TO THE INNER SURFACE OF THE HOUSING Engines & Generators 52 TURBOCHARGER mm(in) (6 Cyl.) Limit Rotor Shaft Radial Play TIR 0.215 (0.0085) 4) If the measured value exceeds the specified limit, replace the shaft. MAGNET BASE TURBO CHARGER TO OIL SUMP -+- Rotor Shaft Axial Play Measurement Turbocharger Mounting Flange Gasket 1) Install a dial indicator on the turbine housing as illu- trated. Carefully position the gasket with the edged side facing up. 2) Use the dial indicator to measure the rotor shaft axial play with moving the shaft push and pull. Read the total indicator reading (TIR). mm(in) Limit Rotor Shaft Axial Play TIR 0.11 (0.0043) 3) If the measured value exceeds the specified limit Turbocharger the shaft must be replaced. Semitighten the turbocharger mounting nuts. The nuts will be fully tightened after installation of the oil pipes. kg.m(lb.ft) Turbocharger Mounting Nut Torque PULL t-rr-=::...~ PUSH AND t- PUSH AND PULL Rotor Shaft Radial Play Measurement Oil Drain Pipe 1) Turn over the turbocharger with the turbine exhaust inlet flange facing up. 1) Remove the exhaust manifold distance tube immediately beneath the turbocharger. 2) Install a dial indicator to measure the rotor shaft radial play. This will make it easier to install the oil drain pipe. 3) Use the dial indicator to measure play. Read the TIR. 2) Install the oil drain pipe and tighten the oil drain mm(in) pipe flange nuts to the specified torque. (4 Cyl.) Limit kg.m(lb.ft) Rotor Shaft Radial Play TIR 0.19 (0.0075) Oil Drain Pipe Torque 3.8 ± 0.7 (27.5 ± 5.1) I 3) Reinstall the exhaust manifold distance tube. Engines & Generators 53 TURBOCHARGER FIXING BOLTS Oil Feed Pipe kg.m(lb.ft) 1) Pre-lubricate the turbocharger with engine oil Turbo Adaptor Fixing 5.3 ± 1.0 (38.3 ± 7.2) through the oil port shown in the illustration. Bolt Torque 2) Install the oil feed pipe and tighten the pipe flange bolts to the specified torque. kg.m(lb.ft) CHECKING Oil Feed Pipe Flange 1. Check the air intake duct connections for air lea- 2.6 ± 0.5 (18.8 ± 3.6) kage. Bolt Torque 2. Check the intake manifold connections for air lea- kage. 3. Check the exhaust duct connections for smoke lea- kage. 4. Check the turbocharger mounting nuts for loose- ness. 5. Check the oil feed pipe for oil leakage. 6. Check the oil return pipe joints for oil leakage. Kg-m (Ib-It) lOlL RETURN PIPE BOLTS TORQUE 2.1 ± 0.5 (15.2 ± 3.6) Turbo Adapter (6 cyl.) 1) Use a screw driver to insert the gas sealing ring to the turbocharger exhaust outlet port. 2) Tighten the turbo adaptor fixing bolts to the specified torque. GAS SEALING RING Engines & Generators 54 ENGINE ADJUSTMENTS INJECTION TIMING ADJUSTMENT 4. Hold the fuel control lever at the fully open position. Bring No. I piston to the top dead center on the compression 5. Slowly tum the crankshaft pulley clockwise and at the stroke. Tum the crankshaft pulley clockwise (viewed at same time, feed fuel to the injection pump by slowly engine front) and align the mark on the crankshaft pulley pumping the feed pump. When the fuel stops to flow out with the TOC mark. from No. I delivery valve holder, stop turning the crank- shaft pulley and pumping. This is the beginning of fuel Remove the access cover at the front of the injection pump injection. and check the alignment between the pointer A on the injection pump gear lock plate and the projected pointer B on 4 CYL. SHOWN the timing gear case. If A and B are in alignment, the timing THE 6 CYL. HAS EIGHT is set correctly. TIMING NOTCH LINES If they are in alignment, No.1 cylinder is at the TOC on PUNCHED ON THE GEAR the compression stroke. If it is in misalignment, recheck by CASE AND THE TOC MARK ON THE CRANK turning the crankshaft pulley one more tum to repeat the PULLEY procedure to make sure that it is in alignment. TIMING GEAR CASE PUllEY MARK 6. Notice which injection timing mark is aligned with the pulley mark. The timing mark in alignment with the pulley mark indicates the degrees before (TOC), the start of fuel injection Check the crankshaft position for the start of fuel injection. 7. Blowout the remaining fuel from'the delivery valve holder. Check that there is no fuel being delivered from 1. Tum the crankshaft pulley counterclockwise viewed from the priming pump. the engine front about 30°. 2. Remove No. I high pressure injection line. INJECTION TIMING BCTC (4 CYL.) 14 (4 CYL. TURBO) 12 ......--DELIVERY VALVE HOLDER INJECTION TIMING BlDC (6 CYL.) 12 (6 CYL. TURBO) 12 -SPRING m::=;:ij,~ _ _ _ DELIVERY VALVE 3. Remove the injection pump No.1 delivery valve holder, delivery valve and spring and reinstall the delivery valve holder back into the pump. DELIVERY VALVE HOLDER TIGHTENING TORQUE: 39 - 44 Nm (4 - 4.5 Kg-m/28.9 - 32.5 ft-Ib) Engines & Generators 55 ENGINE ADJUSTMENTS ADJUSTMENT PROCEDURES 1. Align the pulley mark and the specified timing mark. (Refer to the injection timing specifications.) 2. Loosen the four injection pump attachment nuts. LOOSEN FOUR NUTS 3. To advance the timing, pivot the injection pump at the (80TH SIDES) pump drive shaft away from the engine. To retard the timing, pivot the injection pump at the pump drive shaft toward the engine. NOTE: A 1mm misalignment between the timing marks on the crankshaft pulley will correspond to about 2° in crank angle. 4. Recheck the timing, following procedures 1 through 5. 5. Tighten the four injection pump attachment nuts. 6. Again remove No.1 delivery valve holder, and reinstall the delivery valve, spring and the valve holder. DELIVERY VALVE HOLDER TIGHTENING TORQUE: 39 - 44 Nm (4 - 4.5 Kg-m/28.9 - 32.5 ft-Ib) 7. Reinstall the No.1 high pressure injection line. TIMING GEAR CASE Engines & Generators 56 ENGINE ADJUSTMENTS TESTING ENGINE COMPRESSION OIL PRESSURE Make certain the oil level (dipstick) is at the correct level The engine's oil pressure. during operation, is indicated and the air intake filter is clean. The battery and starter motor by the oil pressure gauge on the instrument panel. During must also be in good condition. normal operation. the oil pressure will range between 40 and 60 psi (2.8 and 4.2 kg/cm). 1. Warm the engine to normal operating temperature. 2. Move the control lever to a position for shutting off the NOTE: A newly started, cold engine call have an oil pressure fuel. (Disconnect the wires if a fuel shutdown solenoid reading up to 60 psi (4.2 kglcm2). A warmed engine can have is used). an oil pressure reading as low as 35 psi (2.5 kgIc171 2). These 3. Remove all the glow plugs from the engine and install readings will vary depending upon the temperature ()f the engine and the rpm.\'. the compression gauge/adapter combination to the cylinder on which the compression is to be measured. Low Oil Pressure The specified safe minimum oil pressure is 5 - 10 psi. A gradual loss of oil pressure usually indicates a worn bearings. For additional information on low oil pressure readings, see TESTING ENGINE COMPRESSION the ENGINE TROUBLESHOOTING chart. Testing Oil Pressure To test the oil pressure, remove the oil pressure sender, then install a mechanical oil pressure gauge in it's place. After warming up the engine. set the engine speed at idle and read the oil pressure gauge. OIL PRESSURE 50 psi at 1800 rpm. SENDER AND SWITCH TORQUE 9 -13 fI-lb (1.2 - 1.8 m - kg). Oil p~ure at 1800 (or 1500) rpm should maintain a reading of 50 pSI. 4. Close the raw water seacock (thru-hull). 5. Crank the engine and allow the gauge to reach a maximum reading, then record that reading. PREHEAT SOLENOID 6. Repeat this process for each cylinder. COMPRESSION PRESSURE 441 psi (31.0 Kg/em') at 200 rpm. ALLOWABLE LIMIT 370PSI (26.0 Kg/em'). MAXIMUM PERMISSIBLE DIFFERENCE BETWEEN CYLINDERS 20A BREAKER 28.44 psi (2.0 Kg/em') NOTE: lfthe readings are below the limit, the engine needs an overhaul. 7. Re-install the glow .plugs and reset the fuel shut-off to the run position. S. Open the raw water seacock (thru-hull). Low Compression When low compression is found, detemline the cause by applying a small amount of oil in the cylinder thru the glow plug hole. Allow the oil to settle. Install the pressure gauge and repeat the above test. If the compression reading rises dramatically, the fault is with the rings. If the compression valve does not rise, the problem is with the valves. A slight rise in compression would indicate a problem with I both the rings and the valves. Oil PRESSURE SWITCH Engines & Generators 57 ENGINE ADJUSTMENTS VALVE CLEARANCE ADJUSTMENT NOTE: The cylinder head bolts have been tightened with the "Angular Tightening Method" shown ill this manual. ADJUSTING Therefore. it is not necessary to retighten the cylinder head SCREW bolts before adjust!ng the valve clearances. VALVE CLEARANCE Chart shows six cylinder model 0.076 IN (0.40MM) Cylinder No. 1 2 3 4 5 6 Valve arrangement I E I E I E I E I E I E When No.1 cylinder is at TDC in the 00 0 0 0 0 compression stroke When NO.6 cylinder is at TOC in the 0 0 0 0 00 4. Loosen each valve clearance adjusting screw as shown in compression stroke the illustration. 5. Insert a 0.40mm (0.016 in) feeler gauge between the 1. In order to bring No.1 or No.6 (six cyl.), No.4 piston rocker arm and valve stem end. (four cyl.) to the top dead center in the compression 6. Turn the valve clearance adjusting screw until a slight stroke, align the TDC mark and the crankshaft pulley drag can be felt on the feeler gauge. mark. 7. Tighten the locknut Chart shows four cylinder model LOCKNUT TORQUE 18.8 ± 3.6 H·lb (2.6 ± 0.5 kg·m) Cylinder No. 1 2 3 4 8. Rotate the crankshaft 360°. Valve arrangement I E I E I E I E 9. Realign the crankshaft pulley TDC notched line with the When No.1 cylinder timing pointer. is at TOC in the 0 0 0 0 10. Adjust the clearances for the remaining valves as shown compression stroke in the illustrations. When NO.6 cylinder is at TOC in the 0 0 0 0 compression stroke 2. Do the adjustment on the circle marked valves in the above table where No.1 piston is in the TDC in the compression stroke. After these steps, do the adjustments on the double circle ,marked valves where the No.6 NO.1 CYLINDER IS AT TOC IN COMPRESSION STROKE piston (six cyl.) No.4 piston (four cyl.) is on TDC in the compression stroke. 3. After adjusting the valves with piston No.1 at TDC, rotate the crankshaft 360° again aligning the TDC mark and the pulley mark. This brings piston No.6 or No.4 to TDC, then adjust the remaining valves. FRONT NO.1 CYLINDER IS AT TOC IN COMPRESSION STROKE '-1~I"""~_.a....==---t=.......:;:,,~=-' FRONT ~~~=~=:::,--==..-~ NO.4 CYLINDER IS AT TOC IN COMPRESSION STROKE Engines & Generators 58 FUEL SYSTEM FUEL INJECTION PUMP Changing the Fuel Filter The fuel injection pump is a very important component 1. Shut the fuel supply off. of the diesel engine, requiring the utmost care in handling. 2. Slip a plastic bag over the fuel filter to prevent If the fuel injection pump requires servicing, remove it and fuel spillage then loosen the fuel filter, turning take it to an authorized fuel injection pump service facility. counterclockwise with a filter wrench. Do not attemJ)t to disassemble and repair it. 3. Using a rag, wipe clean the sealing face on the housing bracket so the new filter can be seated properly. 4. Lightly oil the sealing O-ring on the new filter. To ] reinstall, turn the filter assembly counterclockwise carefully until the O-ring contacts the sealing surface of the housing bracket. Turn 2/3 further o I ® I 0 with the filter wrench. 3RG ········..··.·.. Pump No. 101············ NOTE: The cartridge contains fuel. Take care not to ~pill it Np·PE SA95··· .........·....·. (LICENCE BOSCH) during disassembly. 5. Open the fuel supply. The filter will fill with fuel. @ ... ldentificetion number Check for leaks. 6. Run the engine to make certain there are no leaks. IDENTIFICATION PLATE AND PRODUCT SERIAL NUMBER 1. Injection pump adjustment and repair should be made by the nearest DKKC (Diesel Kiki Co., Ltd.) or ROBERT BOSCH Authorized Service Outlet. 2. When you ask such authoriged service outlet the adjustment or repair, the Identification Plate and LIGHTLY WIPE Product Serial Number will give them a necessary WITH CLEAN FUEL clue to get technical data distributed by the manu- facturers previously. TO LlFTPUMP AND Without this data, the Service Outlet will be unable FUEL to effectively service your injection pump. If you are unable to locate the data applicable to your injection pump, please contact your PRE·FILL WESTERBEKE dealer. . WITH FRESH FUEL FUEL INJECTORS FEED PUMP- Poor fuel quality, contaminants and loss of positive fuel KNOB pressure to the injection pump can result in injector faults. Fuel injectors must be serviced in a clean room environment. Before removing the old injector, clean the area around the base of the injector to help prevent any rust or debris from falling down into the injector hole. If the injector will not lift out easily and is held in by carbo.n build-up or the like, work the injector side-to-side with the aid of the socket wrench to free it, and then lift it out. The injector seats in the cylinder head on a copper STRAINER FUEL FEED PUMP sealing washer. This washer should be removed with CLEAN WITH DIESEL FUEL - - the injector and replaced with a new washer when the new injector is installed. The fuel injectors should be pressure tested after 750 operating hours. INJECTION STARTING PRESSURE 18.1 Mpa (2630 psi) Fuel Feed Pump The fuel feed pump is an integral part of the injection HOLDDOWN NUTS TORQUE 1.9 ± 0.2 kg-m (13.5 ± 1.5 fHb) pump. The fuel strainer in the pump should be serviced. Refer to the illustration. 59 FUEL SECTION 5 NOZZLE .HOLDER PUSH RO 4. Injection- Nozzle ,NOZZLE HOLDER There must be no oil on the contact surfaces of the CAP NUT injection nozzle and the injection nozzle holder. Clean these contact surfaces with diesel fuel before CAP NUT installation. GASKET The nozzle dowel pin must be aligned with the NUMBERS INDICATE dowel hole in the nozzle holder body. THE ORDER OF DISASSEMBLY. NOZZLE ADJUSTING ALIGN THE DOWEL SCREW WITH THE HOLE. 5. Retaining Nut kg.m(lb.ft) PUSH ROD Nozzle Retining Nut SPRING 7 ± 1 Torque 6 RETAINING NUT Nozzle INJECTOR~ Remove the nozzle assembly from the nozzle body. /1 TORQUE WRENCH Keep the parts separately to maintain the proper needle valve to body combination. Push Rod Spring Check the push rod spring for wear, weakness, and cor- INJECTION TESTING rosion. 1. Using the nozzle tester, check the spray pattern and injection starting pressure of nozzle and, if it exceeds the limit, adjust or replace the nozzle. When Nozzle Holder Push Rod using nozzle tester, take the following precautions: 1. Check the nozzle holder push rod curvature. 2. Check the nozzle holder push rod and needle valve contact surfaces for excessive wear and poor con- A CAUTION: The spray injected from the nozzle is tact. of such velocity that it may penetrate deeply into the skin of fingers and hands, destroying tissue. If Injection Nozzle it enters the bloodstream, it may cause blood poisoning. 1. Check the injection nozzle needle valve, the valve seat, and the injection nozzle hole for carbon depos- its. _ NOZZLE INJECTION TESTER If carbon deposits are present, the injection nozzle and the needle valve must be replaced. 2. Hold the nozzle body vertically. Pull the needle valve about one-third of the way out of the nozzle body. Release the needle valve. Check that the needle valve falls back into the noz- zle body as far as the valve seat. If the needle valve does not fall back into the nozzle body as far as the valve seat, the injection nozzle a.lf the diesel fuel of the nozzle tester is discolored, and the needle valve must be replaced. replace it. At the same time, clean or replace the fuel filter. b. Set the nozzle tester in a clean place where there 3. Injection Pipe Connector is no dust or dirt. kg.m(lb.ft) c. Mount the nozzle holder on the nozzle tester. Nozzle Connector Torque 5.5 ± 0.5 (38.8 ± 3.6) I d. Use the fuel at the approximate temperature of 68°F (20°C). Engines & Generators 60 FUEL SECTION e. Operate the hand lever of nozzle tester several GLOW PLUGS times to bleed the air in the nozzle line, then move the hand lever at intervals of one stroke per second The glow plugs are wired through the preheat solenoid. while reading the injection starting pressure. When PREHEAT is pressed at the control panel this solenoid should "click" on and the glow plug should Injection Starting Pressure Adjustment. begin to get hot. The Injection nozzle injection starting pressure can be Inspection adjusted after the screw is installed. To inspect the plug, remove the electrical terminal con- INJECTION STARTING PRESSURE 2630 psi (18.1 MPa) (185 Kg/em') nections, then unscrew or unclamp each plug from the cylinder head. Thoroughly clean each plug's tip and .JJl.lW., W threads with a soft brush and cleaning solution to remove all the carbon and oil deposits. While cleaning, examine the tip for wear and burn erosion; if it has eroded too much, replace the plug. Testing GOOD BAD " BAD '.. An accurate way to test glow plugs is with an ohmmeter. Touch one prod to the glow plug's wire connection, and the other to the body of the glow plug, as shown. A good glow plug will have a 0.4 - 0.6 ohm resistance. Spray Condition Check (During Injection Nozzle Testing This method can be used with the plug in or out of the Operation) engine. You can also use an ammeter to test the power 1. Tighten the cap nut. drain (5 - 6 amps per plug). 2. Check the injection nozzle starting pressure. 3. Check the injection nozzle spray condition. Nozzle Holder Cap Nut A WARNING: These glow plugs will become very hot to the touch. Be careful not to burn your fingers when kg.m(lb.tt) testing the plugs. Cap Nut Torque 4.5 ± 0.5 (32.5 ± 3.6) I TESTING A GLOW PLUG WITH AN OHMMETER KEY/PREHEAT-fl/:J. + Kg-m (Ib-II) TESTING A GLOW PLUG INJECTION HOLDDOWN NUTS TORQUE 1.9 ±0.2 (13.7±1.5) USING A TEST LIGHT GLOW PLUGS FROM PREHEAT TERMINAL Re-install the plugs in the engine and test them again. The plugs should get very hot (at the terminal end) within 20 to 25 seconds. If the plugs don't heat up quickly, check for a short circuit. When reinstalling the glow plugs, use anti-seize compound on the threads. A WARNING: Do not keep a glow plug on for more than 30 seconds. Kg-m (Ib-II) I GLOW PLUG TIGHTENING TORQUE TORQUE 2.7 (19.5) Engines & Generators 61 TACHOMETER TACHOMETER/HOUR METER NOTE: Current model tachometers use a coarse adjustment dial to set the tachometer to the crankshaft pulley IpI11S. The The tachometer/hour meter used in propulsion engine instru- calibrating screw is then usedfor fine tuning. ment panels contains two separate electrical circuits with a common ground. One circuit operates the hour meter and the other the tachometer. The hour meter circuit operates on 12 volts alternator charging voltage supplied to the (+) terminal on the back of the instrument. JUMPER WIRE The tachometer circuit operates on AC voltage 6-8 volts, fed from one of the diodes in the alternator and supplied to the tachometer input terminal while the engine is running, and the alternator producing battery charging voltage 13.0-14.8 (+) TERMINAL volts DC. The following are procedures to follow when troubleshooting COARSE (-) TERMINAL a fault in either of the two circuits in a tachometer/hour AOJUSTMENT meter. TACH INP Hour meter Inoperative CALIBRATION AC VOLTAGE Check for the proper DC voltage between (+) and (-) telminals. TACHOMETER CHECK (New Installation) 1. Voltage present - meter is defective - repair or replace. NOTE: In a new installation having new instrument panels, the tachometer may 170t always be correctly calibrated to the 2. Voltage not present - trace (+) and (-) electrical con- engine's rpm. This calibration should be checked in all new nections for fault. (Jump 12 volts DC to meter (+) installations. telminal to verify the operation.) 1. Warm up the engine to nonnal operating temperature. Tachometer Inoperative Remove any specks on the crankshaft pulley with a clean Check for the proper AC voltage between tachometer input cloth and place a piece of suitable reflecting tape on the tenninal and (-) tell11inal with the engine running. pulley to facilitate use of a photoelectric type tachometer. 1. Voltage present - attempt adjusting meter through calibra- 2. Start and idle the engine. tion access hole. No results, repair or replace meter. 3. Aim the light of the tachometer onto the reflecting tape to 2. AC voltage not present - check for proper alternator DC confinn the engine speed. Check the instrument panel output voltage. tachometer reading. Adjust the tachometer in the panel by using the instrument coarse adjustment to calibrate the 3. Check for AC voltage at tach telminal on alternator to instrument reading to the closest R.P.M. that the photo tach ground. is showing. Then use the fine calibration adjustment to 4. Check electrical connections from tachometer input ter- bring the instrument to the exact reading as the photo tach. minal to alternator connection. Tachometer Sticking 1. Check for proper AC voltage between "tach inp." tenninal and (-) telminal. 2. Check for good ground connection between meter (-) terminal and alternator. 3. Check that altemator is well grounded to engine block at alternator pivot bolt. Tachometer Inaccurate a. With a hand-held tach on tile front of the crankshaft pulley retaining nut or with a strobe-type tach, read the front crankshaft pulley rpm at idle. b. Adjust the tachometer with a small Phillips type screw- driver through the calibration access hole in tl1e rear of the tachometer. Zero tile tach and bring it to the rpm indicated by the strobe or hand tach. (Verify tile rpm at idle and at high speed and adjust the tach as needed). Engines & Generators 62 WESTERBEKE 51A MANDO ALTERNATOR DISASSEMBLY AND TESTING A WARNING: A failed alternator can become very hot. Do not touch until the alternator has cooled down. REAR HOUSING A WARNING Before starting the engine, make certain that everyone is clear of moving parts! Keep away from sheaves and belts during test procedures. FAN A WARNING Multimeters and DC Circuits DC and AC circuits are ofter mixed together in marine applications. Always disconnect shore power cords, isolate DC and AC converters and shut down generators before performing DC testing. No AC tests should be made without proper knowledge of AC circuits. EXCITER TERMINAL R TACHOMETER TERMINAL P REGULATOR;------1H-1----II-. .I------iiiio~ CAPACITOR COVER SENSING TERMINAL S GROUND REFER TO THE TERMINAL E WIRING DIAGRAMS FOR THE ABOVE WIRING HARNESS CONNECTIONS JUMPER B TESTING THE EXCITATION CIRCUIT TESTING THE OUTPUT CIRCUIT 1. Connect the positive (+) voltmeter lead to the excitation 1. Connect the positive voltmeter lead to the output terminal R on the alternator and the negative (-) lead to terminal B and connect the negative lead to the ground the ground terminal E on the alternator. terminal E on the alternator. 2. Turn the ignition switch to the on positiul! and note the 2. Wiggle the engine wiring harness while observing the voltmeter reading. The reading should be 1.3 to 2.5 voltmeter. The meter should indicate the approximate volts (see illustration). battery voltage, and should not vary. If no reading is 3. If the reading is between .75 and 1.1 volts, the obtained, or if the reading varies, check the alternator rotor field circuit probably is shorted or grounded. output circuit for loose or dirty connections or Disassemble the alternator and test the rotor as damaged wiring. described under CLEAN AND TEST ALTERNATOR COMPONENTS in this section. NOTE: Prior to any altemator testing, impect the entire altemator system wiring for defects. Check all conllections 4. If the reading is between 6.0 and 7.0 volts, the rotor for tightness and clealliiness. particularly battery cable field circuit probably is open. Remove the regulator clamps and battery tenninals. Inspect the altemator drive and inspect it for worn brushes or dirty slip rings. belt for excessive wear and replace if necessary. Also adjust Replace the brushes if they are less than 1I4in. (6 mm) for proper belt tension. long. If the brushes and slip rings are in good condi- tion, disassemble the alternator and test the rotor, as outlined under CLEAN AND TEST ALTERNATOR COMPONENTS in this section. WESTERBEKE Engines & Generators 63 MANDO ALTERNATOR SERVICE e. Remove the regulator cover. TESTING THE EXCITER LEAD f. Temporarily re-install Jumper (Al and all associated nuts. Leave Jumper (B) installed. g. Remove the plastic plug from the side of the regulator. h. Connect a jumper between the top brush lead and the ground. JUMPER A 5. If no reading is obtained, an open exists in the REGULATOR - - U - - L alternator-excitation lead or in the excitation circuit of COVER the regulator. Disconnect the lead from exc terminal R. Connect the positive voltmeter lead to the excitation SENSING OUTPUT lead and the negative voltmeter lead to ground terminal TERMINAL TERMINAL E. If the voltmeter now indicates an approximate. battery voltage, the voltage regulator is defective and must be GROUND/ replaced. If no voltage is indicated, check the excitation circuit for loose or dirty connections or damaged wiring. TEST VOLTAGE REGULATOR Perform this test to determine if the voltage regulator is CONNECT \ operating correctly, using a 0 - 20 volt DC voltmeter. JUMPER WIRE \ \ NOTE: The battery must be fully charged to obtain a proper \ BRUSHES voltage reading in this test. If necessary, charge the battery with a battery chargeror allow the engine to run a sufficient / length of time to fully charge the battery before taking a REGULATOR reading. 1. Connect the positive (+) voltmeter lead to the positive battery terminal and the negative (-) voltmeter lead to the negative terminal. 2. Start the engine and run it at fast idle until the engine reaches its normal operating temperature. Adjust the PLASTIC PLUG· ,TOP LEAD engine speed to 1500 - 2000 rpm and observe the FROM BRUSH voltmeter for the highest reading. The reading should be between 13.7 and 14.7 volts. 3. If the reading is high, check for a loose or dirty i. Repeat steps 1 and 2. alternator ground lead connection. If the connection is NOTE: Do /lot let Ihe \'()Itage exceed 16 1'011.1. good, the voltage regulator is faulty and must be j. If a voltmeter reading of 14.5 volts or above is replaced. Be sure to disconnect the battery cables before now obtained, the voltage regulator is faulty and attempting to remove the alternator. must be replaced. If the voltmeter reading is below 4. If the reading is low: 14.5 volts, inspect the brushes and slip rings for a. Stop the engine and remove the alternator wiring wear, dirt or damage. If the hrushes and slip rings connections. are good, the alternator is fault internally. b. Remove the Phillips cover screw from the regulator Disassemble the alternator and test the components, cover (see illustration). as outlined in this section. c. Remove the nut from the output terminal and the nut from the sensing terminal, and remove Jumper (A). d. Remove another nut from the sensing terminal. and the nut from the excitation terminal. Engines & Generators 64 MANDO ALTERNATOR SERVICE REMOVE ALTERNATOR 10. Place an oversized V-belt around the pulley and fasten the pulley in a vise. 1. Disconnect the negati ve (-) battery ground cable. 11. Use a 7/8 in. box wrench to loosen and remove the 2. Disconnect the wiring leads. pulley nut. 3. Loosen the screws. Holding the alternator, rotate it 12. Remove the pulley nut, lockwasher, pulley, fan, and toward the engine and lift the belt off the pulley. spacer. 4. Remove the screws and washers and remove the alternator. TERMINAL NUTS PHILLIPS, FAN SCREWS CAPACITOR REGULATOR PUllEY AND FAN COMPONENTS A CAUTION: DO NOT insert screwdriver blades OUTPUT more than 1/16 in. (1.6 mm). Damage to the stator TERMINAL winding could result from deeper penetration. NOTE: Score the stator, and the front alld rear housings so the llnit may be reassembled correctly. 13. Remove the four through-bolts and carefully pry the DISASSEMBLE ALTERNATOR front housing away from the rear housing using two screwdri verso 1. Remove the terminal nuts to remove the jumper (see illustration). REAR HOUSING 2. Remove the remaining terminal nuts. 3. Remove the capacitor. 4. Remove the Phillips screw from the regulator cover. SCREW DRIVER 5. Remove the brush/regulator-assembly cover. 6. Remove the nut from the terminal. 7. Remove the jumper. 8. Remove the terminal insulators. 9. Remove the two Phillips screws and remove the 14. Carefully push the rotor assembly out of the front brush/regulator assembl y. housing and rear housing. NOTE: If [he bearing is removed from [he hOllsing. (/ nell' bearing mltst be installed. IS. After removing the three bearing locking screws, care fully press the front bearing out of the housing. Press REMOVAL against the inner race of the bearing. WESTERBEKE Engines & Generators 65 MANDO ALTERNATOR SERVICE 2. Inspect and test the diode-trio assembly: a. Using a commercial diode tester, a 12-volt DC test lamp or an ohmmeter, check the resistance between BEARING LOCKING each of the three diode terminals and the indicator SCREWS light stud. light stud FRONT BEARING BEARING DRIVER DIODE TRIO ASSEMBLY h. Reverse the tester leads and repeat the resistance FRONT BEARING FRONT HOUSING checks. c. A very low resistance should be indicated in one 16. Remove the rectifier assembly by removing the Phillips direction and a very high resistance should be indi- screw and lifting out the assembly. cated in the other direction if the diodes are normal. d. If any diode appears to be defective, replace the complete assembly. Do not attempt to replace an individual diode. 3. Test the diode-rectifier bridge as follows: a. Using a commercial diode tester, check for continuity from each of three terminals to the ouput terminal. RECTIFIER REMOVAL GROUND RECTIFIER TERMINAL DIODES CLEAN AND TEST ALTERNATOR COMPONENTS h. Reverse the tester leads and repeat Step a. c. Continuity should exist in only one direction and 1. Inspect and test the brush/regulator assembly. The all diodes should check alike. brush set may be reused if the brushes are 1I4 in. (6 mm) or longer. The brushes must not be oil soaked, d. Perform the same continuity checks between the cracked or grooved. three terminals and strap ground terminal. This should show continuity in only one direction Test for continuity between I and 2, and 3 and 4 using through the diodes and all diodes should check a test lamp or an ohmmeter. These checks will indicate alike. a good brush/regulator assembly: replace the complete assembly, if necessary. e. If any diode appears to be defective, replace the rectifier assembly. TESTING BRUSH ASSEMBLY Engines & Generators 66 MANDO ALTERNATOR SERVICE 4. Clean and inspect the front and rear housings: a. Inspect the rear housing for cracks or breaks in the casting, stripped threads or a damaged bearing bore. Replace the housing if any of these conditions exist. b. Inspect the front housing for cracks, stripped or damaged threads in the adjusting ear, or an out-of- LAMINATIONS round bore in the mounting foot. If possible, correct slightly damaged threads using a tap. b. Check the resistance from each lead (1, 2, and 3) to Replace the housing, if necessary. the laminations (4). There should be no continuity c. If the housings are to be reused, clean them in if the insulation is good. solvent and dry with compressed air. c. Inspect the stator windings for signs of discoloration. S. Clean and inspect the rotor shaft bearings: A discolored winding should be replaced. NOTE: Do not use a solvent on the rear rotor bearing d. If a winding shows a high resistance or an open since it is serviced as a unit with the rotor. circuit between any two of the three winding terminals or indicates poor insulation between the a. The bearings should be wiped clean with a lint-free windings and the laminations. the stator must b~ cloth containing a moderale amount of commerc :,.1 replaced. solvent. Do not immerse a bearing in solvent, or use pressurized solvent or air. 8. Check the rotor assembly as follows: b. Check the bearings for obvious damage, looseness NOTE: If slip rings need to be replaced, you must or rough rotation. Replace a bearing if any doubt replace the entire rotor. exists as to its condition. a. Visually inspect for physical defects such as dam- NOTE: If the rear rotor bearing needs replacement, aged shaft threads, worn or damaged bearing areas, replace the entire rotor. burned or pitted slip rings or scuffed pole fingers. 6. Inspect the belt pulley for rough or badly worn belt b. Measure the winding resistance across the slip rings grooves or keyway, and for cracks or breaks. Remove (A). Place the ohmmeter leads on the edges of the minor burrs and correct minor surface damage; replace slip rings, not on the brush contact surfaces. The a badly worn or damaged pulley. correct winding resistance at 70 - 80° F (21 - 27° C) is 4.1 to 4.7 ohms. c. Minor burning or pitting of the slip ring surfaces FRONT can be removed using a crocus cloth. Thoroughly HOUSING ----->..J FRONT wipe the slip rings clean after polishing, removing BEARING all grit and dust. d. Check for a grounded slip ring or rotor winding by measuring the resistance from each slip ring to the rotor body or pole finger (B). An open circuit should EAR HOUSING be indicated in both cases for a good rotor. e. If the windings are defecti ve or physical damage cannot be corrected, replace the rotor assembly. 9. Use a commercial capacitor checker to test the capacitor for capacity, shorts, leakage, and series resistance. P B L O.S"F "=" (REG.) Lz EXC 7. Test the stator windings as follows: S a. Using an ohmmeter or test lamp, check for F continuity between all three leads (1, 2, and 3). A low ohm reading or lit test lamp should be E observed. INTERNAL CIRCUIT WIRING Engines & Generators 67 MANDO ALTERNATOR SERVICE 2. Place the rotor (pulley end up) on the bed of an arbor press, on two steel blocks. 3. Press the front housing and bearing assembly down onto the rotor shaft. Press against the bearing's inner race only, using a sleeve driver. Take care to insure that POLE FINGERS the rotor leads clear the steel blocks. SLEEVE DRIVER. FRONT HOUSING AND BEARING ASSEMBLY SLIP RINGS ROTOR INSTALLING' THE FRONT HOUSING ON THE ROTOR ASSEMBLY ASSEMBLE ALTERNATOR 4. Install the rectifier assembly into the rear housing. 1. Carefully press the front bearing into the front housing, 5. Insert the Phillips screw and tighten it. pushing against the bearing's outer race using a bearing driver. Lock the bearing in place with screws. TORQUE: 25 - 35 /b-in (2.8 - 4.0 Nm) BEARING RECTIFIER DRIVER ASSEMBLY '" FRONT BEARING OUTER FRONT HOUSING RACE / 6. Assemble the front and rear housings as follows: a. Put the stator winding in the front housing with the FRONT BEARING ASSEMBLY stator leads away from the front housing and the notches in the stator laminations aligned with the four through-bolt holes in the housing. b. Align the scribe marks you made in the stator, and front and rear housings during disassembly. BEARING LOCKING c. Slip the rear housing into place over the rotor shaft. SCREWS Align the mounting holes and put the stator leads through the holes at the top of the rear housing. d. Install the four bolts and tighten them. TORQUE. 35 - 65 Ib-ft (4.0 - 7.3 Nm) NOTE: If the front housing is lIeH', the through-holt FRONT BEARING \Vill not be tapped. ASSEMBLING THE BEARINGS Engines & Generators 68 MANDO ALTERNATOR SERVICE 7. Install the spacer and the fan. Then push the pulley, INSTALL ALTERNATOR lockwasher and nut onto the shaft. Turn the nut a few 1. Install the alternator, screws and washers. turns. 8. Place an oversized V-belt around the pulley and fasten 2. Connect the wiring leads. the pulley in a vise. 3. Put the belt on the alternator, crankshaft and coolant pump pulleys. 4. Adjust the alternator belt's tension (see DRIVE BELT ADJUSTMENT under ENGINE ADJUSTMENTS). OVERSIZED V-BELT MANDO ALTERNATOR SPECIFICATIONS Battery Voltage 12 Volt Maximum Speed 13500 RPM Cut in Speed Max. 2000 RPM (at exc.) Max. 1500 RPM (at L2) Reg. Set Voltage 14.7 Volts Ambient Temp. -20°C - 100°C Ground Negative INSTALLING THE PULLEY AND THE FAN NUT 9. Use a torque wrench to the tighten the nut. TORQUE: 35 - 50 Ib-ft (47 - 68 Nm) 10. Carefully install the brush/regulator assembly on the rear housing with the two mounting screws. 11. Install the small terminal insulators. 12. Install the large terminal insulator. 13. Install the jumper. 14. Install the nut on the terminal. 15. Install the brush/regulator assembly cover. 16. Install the Phillips screw for the brush/regulator assembly cover. TORQUE: 25 - 351b-ft (2.8 - 5.1 Nm) 17. Install the capacitor. 18. Install the terminal nuts. 19. Install the jumper. 20. Install the last terminal nut. Engines & Generators 69 STARTER MOTOR START SWITCH BATIERY CONTROL SWITCH - FIGURE 1. STARTER WIRING CIRCUIT TROUBLESHOOTING Continuity Check To independently test the starter it is necessary to remove Disconnect the field lead on the starter from the solenoid M it from the engine. However, before doing this, checks terminal and insulate it carefully to prevent accidental contact. should be made to ensure that the problem is with the starter Set the transmission in neutral. Use a voltmeter to check for and not with the engine, battery, wiring or switches. When voltage at the solenoid S terminal while the start switch is the other possible problem sources have been eliminated, held in the START position. If voltage is not present at the S then remove and test the starter. Comparison of test results terminal, use the voltmeter and the wiring diagram to trace with the Troubleshooting chart will aid in isolating the prob- the control circuit and locate the point of voltage loss and cor- lem within the starter to specific components. This will rect it as necessary. determine the repair or repairs needed to restore the starter to Starter Removal serviceability. If the battery, wiring and switches are in satisfactory condi- BaHery Test tion and the engine is known to be functioning properly, Realistic testing, as well as successful operation, requires a remove the starter for further testing. fully charged battery capable of supplying the current needs Starter No-Load Test of the starting system. Step one in troubleshooting the start- ing system is to test the battery. Follow the battery manufac- With the starter removed from the engine, the no-load test turer's instructions. can reveal damage that can be corrected by repair or it may indicate the need for component testing after the starter is dis- Wiring and Switches assembled. Repair and component test procedures are Visual Inspection described in the UNIT REPAIR section. The no-load test is also used to test units for normal operation after repair or Visually inspect all wiring and switches in the starting cir- overhaul. Comparison of test results with the Trouble- cuit for damage and loose or cOlToded connections. This shooting chart will indicate what corrective action, if any, is includes all ground connections. Clean and tighten the con- required. nections as required. Replace damaged wiring or compo- nents. Engines & Generators 70 STARTER MOTOR Test Hook-Up (Figure 2) NOTE: During the no-load test, close the switch and operate Connect the starter for the no-load test as shown in the the starter for cycles of 30 seconds maximum. Between illustration using suitable instruments, battery cables and con- cycles, allow the starter to cool for at least two minutes, oth- necting wiring. Do the following: erwise overheating and damage to the starter may result. 1. Secure the starter in a suitable test stand to check its 1. Momentarily close the switch. operation. a. If there is a high current flow and the starter fails to 2. Use a momentary contact, pushbutton switch in the test operate (zero rpm), release the switch immediately. circuit for a quick release if very high current surges Internal mechanical damage is indicated. Discontinue are encountered. the test and refer to TROUBLESHOOTING. 3. Make all connections or disconnections with the switch b. If there is no current flow and the starter fails to oper- open and the carbon pile load turned off. ate (zero rpm), release the switch immediately. An open circuit is indicated. Discontinue the test and 4. If sparking or current flow in the battery circuit is refer to TROUBLESHOOTING. noted when making the connections, the starter sole- noid switch contacts may be frozen shut (refer to c. If there is a current flow and the starter operates, TROUBLESHOOTING). release the switch and proceed with the next step of the no-load test. 5. As the last step in making the test connection, ground the negative battery cable securely to a clean metal 2. Close the switch and observe the voltmeter. Adjust the ground on the starter frame. carbon pile load to obtain a 10 volt reading (20 volts on a 24-volt starter). Observe and record the ammeter and rpm 6. The carbon pile load is used to adjust the operating readings. Release the switch. voltage for comparison with specifications. It may not be necessary in all cases but should be used to elimi- 3. Compare the ammeter and rpm readings to those listed nate the need for interpolation of test data. under SPECIFICATIONS at the end of this section. If the readings are outside the limits shown, refer to Test Procedure TROUBLESHOOTING to determine the most likely causes. If the readings are within the limits, the starter is operating normally. A CAUTION: Keep fingers and tools away from the opening in the D.E. (drive end) housing while testing. The strong shifting action of the solenoid could cause personal injury or damage as the drive pinion moves into the cranking position and spins. VOLTMETER CLAMP ON AMMETER SWITCH BAT. S M CARBON PILE FIGURE 2. STARTER NO-LOAD TEST HOOK-UP Engines & Generators 71 STARTER MOTOR Troubleshooting ble cause and its remedy. The problems listed in the chart If the results of the no-load test are outside the limits, refer apply specifically to the no-load test and do not necessarily to the following TROUBLESHOOTING chart for the proba- apply to operation under other circumstances. PROBLEM PROBABLE CAUSE VERIFICATION/REMEDY* Normal current and speed. a. Starter OK. a. Recheck battery, switches and wiring, including battery cable loss. Check if starter operation on engine is slow or sluggish. Current flow with test circuit switch open. a. Solenoid switch contacts stuck closed. a. Test and, if necessary, replace solenoid assembly. Failure to operate with very low or no a. Open solenoid wiring. a. Inspect and test solenoid assembly. current. b. Open field circuit. b. Inspect and test frame and field assembly. c. Open armature coil(s) or high insulation c. Inspect armature. between commutator bars. d. Broken brush spring(s) or worn brushes. d. Inspect brushes and brush springs. Failure to operate with high current. a. Frozen bearing or other damage to drive a. Inspect bearings, armature, drive shaft train. and related drive parts. b. Direct ground in terminals or fields. b. Inspect and test frame and field assem- bly, solenoid assembly, armature and brush installations for shorts. Low speed with high current. a. Excessive friction in bearing(s) or gear a. Inspect bearing, armature, drive shaft, reduction unit, bent armature shaft or and gear reduction gears. loose pole shoe, bent drive shaft. b. Shorted armature. b. Inspect and test armature. c. Grounded armature or fields. c. Inspect and test frame and field coil assembly and armature. Low speed with normal (or low) current. a. High internal electrical resistance caused a. Inspect internal wiring, electrical connec- by poor connections, defective leads or 'tions and armature commutator. dirty commutator. b. Causes listed under Failure to operate b. Remedies listed under Failure to operate with very low or no current. with very low or no current. High speed with high current. a. Shorted fields. a. Inspect and test field and frame assembly. * Refer to the UNIT Rl!:PAIR section for required disassembly, inspection, test, and if necessary, repair or replacement instructions. STARTER REPAIR This section provides instructions for complete disassembly of the starter as would be the case for overhaul. If the starter NOTE: Always install fasteners at their original locations. is not due for an overhaul, and repair affecting specific parts If it is necessary to replace fasteners, use only the correct only is required, the starter may be disassembled only to the part numbers or equivalent. If the correct part number is not extent necessary to gain access to these parts. Parts removed available, use only a fastener of equal size and strength. Use from the starter as subassemblies or groups need not be dis- a torque wrench to tighten fasteners when a torque value is assembled for such limited repair unless they contain the specified. Torques specified are for dry, unlubricated fasten- affected parts. Total disassembly is recommended however, ers unless otherwise specified. to ensure that all parts can be thoroughly cleaned and Introduction inspected. (Figure 3) In this section the starter is broken down by main groups. Figure 3 shows the starter broken down into its component These groups are then disassembled into individual parts and parts and assemblies. Do not attempt to disassemble the fol- assemblies. Illustrations accompany the text to show specific lowing components which are serviced as assemblies: operations. To see the parts relationship of the complete starter, refer back to Figure 3. Solenoid assembly (1) To begin, make a mark completely down one side of the Clutch Drive assembly (2) starter to ensure proper alignment of all its components at Brush Holder assembly (3) assembly. Use a colored pencil or marker that will show on Armature assembly (13) all parts. Frame and Field assembly (19) Engines & Generators 72 STARTER MOTOR 13 28 j 33 ____ \.~i~ 30 31 32 15 1fIJ-. @ / I 12 8;.l 6 ~ I 2223 1. SOLENOID ASSEMBLY 10 '7" ..!Jb,~~",- ?~ 2. CLUTCH DRIVE ~ 35 ---::::::-- ..-<>-_~ ASSEMBL Y 6~ 0 3. BRUSH HOLDER 2 "/ ASSEMBLY 21 4. BRUSH (GROUNDED) 5. BRUSH (INSULATED) 6. D.E. HOUSING 18 BUSHING 21. SHIFT LEVER SCREW 7. BRUSH SPRING 34 22. SHIFT LEVER WASHER 8. D.E. ARMATURE 23. SHIFT LEVER NUT BEARING 25. SOLENOID SCREW 9. C.E. ARMATURE 26. PLATE (IF USED) BEARING 27. DRIVE HOUSING PLUG 10. CENTER SUPPORT 28. DOWEL PIN BEARING 29. INSULATED BRUSH SCREW 11. SHIFT LEVER 30. WASHER (FIBER) 12. PINION STOP 31. WASHER (THIN; ONE OR 13. ARMATURE TWO MAY BE USED) 14. C.E. FRAME 32. WASHER (THICK) 15. DRIVE SHAFT 33. FRAME SEAL 16. ARMATURE SUPPORT 34. BUSHING PLUG (IF USED) BRACKET 35. STOP RING 17. DRIVE SHAFT 36. DRIVE HOUSING BOLT (LONG) SUPPORT 37. DRIVE HOUSING BOLT 18. DRIVE HOUSING (SHORTER ON SOME MODELS) 19. FRAME & FIELD 39. GROUNDED BRUSH SCREW ASSEMBLY 41. THRU BOLT 20. C.E. FRAME O-RING 42. BRUSH PLATE SCREW FIGURE 3. STARTER ASSEMBLY Engines & Generators 73 STARTER MOTOR General Disassembly 5. Frame, field and brush holder group (A), dowel pin (28) (Figure 4) and frame seal (33). Remove or Disconnect: a. The armature assembly (13) may come off with the frame, field and brush holder group (A) or may be 1. The motor lead on the frame, field and brush holder retained by the gear reduction and drive group (B). group (A) from the solenoid assembly (1). Reinstall the nut on the solenoid terminal. 6. Armature assembly (13) with bearings (8 and 9). a. Remove the nut on the solenoid, slip off the motor a. Do not remove the bearings from the armature lead and reinstall the nut. assembly unless replacement is required (refer to CLEANING, INSPECTION AND REPAIR). 2. Thru bolts (41). 7. Solenoid screws (25). 3. Brush plate screws (42). 8. Solenoid assembly (1). 4. C.E. frame (14) and O-ring (20). a. Pivot the inside end of the solenoid assembly (1) out Important: of engagement with the shift lever in the gear a. In the following step, use care not to lose the small reduction and drive group (B) and withdraw the dowel pin (28) installed between the frame, field and solenoid assembly. brush holder group (A) and the gear reduction and drive group (B). This dowel pin is required for assembly and must be saved. If the dowel pin should be lost, it must be replaced with a 2 mm (0.079 in.) dia. x 10 mm (0.394 in.) long pin pro- cured or manufactured locally. 42 --I/i~ 25 14 A 1. SOLENOID ASSEMBLY 8. D.E. ARMATURE BEARING 9 9. C.E. ARMATURE BEARING 13. ARMATURE ASSEMBLY 14. C.E. FRAME 20. C.E. FRAME O-RING 25. SOLENOID SCREW 28. DOWEL PIN 33. FRAME SEAL 41. THRU BOLT 42. BRUSH, PLATE SCREW A. FRAME, FIELD & BRUSH HOLDER GROUP B. GEAR REDUCTION & DRIVE GROUP FIGURE 4. ELECTRICAL GROUP Engines & Generators 74 STARTER MOTOR Disassembly of Frame, Field and Brush Holder Group (Figure 5) Remove or disconnect: 1. Insulated brush screws (29). a. Move the brush holder assembly (3) [with the brush- es (4 and 5)] away from the frame and field assem- bly (19) slightly to reach across with a screwdriver and remove the screws (29). 2. Frame and field assembly (19). 3. Grounded brush screws (39). 19. FRAME & FIELD 4. Brushes (4 and 5), if replacement is required. 3. BRUSH HOLDER ASSEMBLY ASSEMBLY a. Grasp the brush end of each brush spring (7) with 29. INSULATED BRUSH 4. BRUSH (GROUNDED) needle nose pliers, twist the spring end away from 5. BRUSH (INSULATED) SCREW the brush (4 or 5) and withdraw the brush. 7. BRUSH SPRING 39. GROUNDED BRUSH SCREW 5. Brush springs (7), if replacement is required. a. Grasp the brush end of each brush spring (7) with FIGURE 5. FRAME, FIELD AND BRUSH HOLDER GROUP needle nose pliers, twist the spring end away from the brush socket on the brush holder assembly (3) and remove the spring. 11 NOTE: At this stage of disassembly, all electrical com- ponents can be inspected, and if required, independently tested as specified in CLEANING, INSPECTION AND REPAIR. Disassembly of Gear Reduction and Drive Group (Figure 6) Remove or disconnect: 1. Housing bolts (36 and 37). 2. Armature support bracket (16). Important: a. The washers (30 through 32) may stick to the arma- ' '30 0' / ture support bracket or to the drive shaft and clutch group (C) as the armature support bracket is 31 removed. In either case, note the position and num- 32 ber of each of these washers. 6 3. Washers (30 through 32). 21 a. Save the washers; they are to be installed in the same 6. D.E. HOUSING BUSHING position and number at assembly. 11. SHIFT LEVER 4. Drive housing plug (27) and plate (26). 16. ARMATURE SUPPORT BRACKET a. Pry out the drive housing plug using a large screw- 18. DRIVE HOUSING 32. WASHER (THICK) driver. 21. SHIFT LEVER SCREW 34. BUSHING PLUG (IF 5. Shift lever nut (23), washer (22) and screw (21). 22. SHIFT LEVER WASHER USED) 23. SHIFT LEVER NUT 36. DRIVE HOUSING BOLT 6. Remove the shift lever (11) and the drive shaft and 26. PLATE (IF USED) (LONG) clutch group (C) from the drive housing (18) together, 27. DRIVE HOUSING PLUG 37. DRIVE HOUSING BOLT then separate them. 30. WASHER (FIBER) (SHORTER ON SOME MODELS) a. Do not remove the bushing plug (34) or the bushing 31. WASHER (THIN; ONE OR C. DRIVE SHAFT & CLUTCH TWO MAY BE USED) GROUP (6) from the drive housing (18) unless replacement is required (refer to CLEANING, INSPECTION AND REPAIR). FIGURE 6. GEAR REDUCTION AND DRIVE GROUP Engines & Generators 75 STARTER MOTOR Disassembly of Drive Shaft and Clutch Group (Figures 7 and 8) Disassembly of the drive shaft and clutch group is not required unless it is necessary to clean, inspect or replace one or more parts of the group separately. Then proceed as follows: Remove or disconnect: 1. Stop rings (35) and pinion stop (12). a. Position the drive shaft and clutch group on the work bench with the internal gear end down. b. Using an open tube slightly larger than the shaft (see Figure 8), drive the pinion stop (12) toward the clutch drive assembly (2) until it clears the stop rings 2. CLUTCH DRIVE 10 (35). ASSEMBLY 15. DRIVE SHAFT c. Using care not to scratch the drive shaft (15), pry the 10. CENTER SUPPORT 17. DRIVE SHAFT stop rings out of the shaft groove and slide them off BEARING SUPPORT the end of the shaft. 12. PINION STOP 35. STOP RINGS (2 PCS) d. Inspect the edges of the shaft groove for burrs that may have been formed through repeated cranking FIGURE 7. DRIVE SHAFT AND CLUTCH GROUP cycles. Such burrs may make removal of the pinion stop and clutch drive assembly (2) difficult. If burrs are found, use a suitable file to carefully remove the burrs only - not the base metal. Thoroughly clean away metal filings. e. Slide the pinion stop (12) off the drive shaft (15). Discard the old pinion stop (12) and stop rings (35). New parts must be used at assembly. 2. Clutch drive assembly (2) from drive shaft (15). 3. Drive shaft support (17) from drive shaft (15). a. Do not remove the bearing (10) from the drive shaft (15) unless replacement is required (refer to CLEAN- ING, INSPECTION AND REPAIR). 14.2 MM (0.56 IN.) DIA -6] _.- 22MM (0.87 IN.) DlA _ OPEN TUBE FIGURE 8. REMOVING PINION STOP Engines & Generators 76 STARTER MOTOR CLEANING, INSPECTION, TESTING AND REPAIR 6. Brushes (4 and 5) for excessive wear. Cleaning a. The minimum allowable brush length is 12 mm (0.472 in.). Replace excessively worn brushes in NOTE: Do not clean or immerse starter parts in grease dis- sets. solving solvents. Solvents will dissolve grease packed in the drive assembly and may damage the armature or field coil 7. The D.E. housing bushing (6) for scoring or other dam- insulation. age. Replace a damaged bushing (refer to REPAIR PROCEDURES). Clean: 8. Ball bearings (8, 9 and 10) as follows: 1. All starter parts with a soft cloth prior to testing. a. Hold the armature (13) or drive shaft (15) and slowly Inspection rotate the outer bearing race by hand. (Figure 3) b. Check that the bearing turns freely without binding or Inspection in the following steps refers to visual inspection the feel of flat spots. of the starter parts and assemblies to determine their servicea- bility. Electrical tests for certain assemblies are described in c. Replace damaged bearings (refer to REPAIR COMPONENT ELECTRICAL TESTING. PROCEDURES). Inspect: 9. Armature assembly (13) for the following: 1. All parts for cracks, distortion other structural damage. a. Gear teeth that are broken, or that show evidence of Replace parts or assemblies which are cracked, bent or step wear or root interference. otherwise damaged. b. Rough commutator surface. Polish with a No. 400 2. Threaded parts for stripped, crossed or otherwise dam- grit polishing cloth if necessary. Thoroughly clean aged threads. Replace parts with thread damage that metal dust from between the commutator bars. If the cannot be cleaned up using a suitable tap or die. commutator surface cannot be repaired in this man- Replace any hardware items that have damaged threads. ner, replace the armature assembly. Do not tum the commutator in a lathe. 3. The solenoid assembly (1) for a cut or torn boot. If the boot is damaged, replace the solenoid assembly. c. Worn commutator. Replace the armature assembly if the commutator OD is less than 35 mm (1.378 in.) or 4. The clutch drive assembly (2) for the following. if the undercut depth at any point is less than 0.2 mm Replace the clutch drive assembly if damaged: (0.008 in.). Do not undercut the insulation. a. Pinion gear turns roughly or turns in both directions. 10. Drive shaft (15) for the following. Replace the drive b. Pinion gear teeth broken or showing evidence of shaft if damaged: step wear. a. Scored' or damaged shaft where it turns in the c. Deep scoring or other damage to the shift lever collar. bushing (6). 5. The brush holder assembly (3) for the following. b. Internal gear with teeth broken or showing evidence Replace the brush holder if damaged: of step wear. a. Loose riveted joints. c. Damaged spline. The clutch drive assembly must b. Cracked or broken insulation. slide smoothly and easily over the full length of the spline. Engines & Generators 77 STARTER MOTOR Component Electrical Testing BATIERY (Figures 9 and 10) TERMINAL Perform the following electrical tests on the solenoid assem- bly (1), armature assembly (13) and frame and field assem- bly (19) to determine their serviceability. 1. Using a suitable ohmmeter, check the windings of the solenoid assembly (I) for continuity as follows: a. Check the resistance of the solenoid pull-in and hold-in windings in series by measuring the resist- ance between the motor terminal (see Figure 9) and the solenoid case. The resistance should be approxi- mately 0.95 ohms for 12-voIt starters and approxi- mately1.75 ohms for 24-voIt starters. h. An extremely high resistance reading indicates a break or fault in the winding continuity. A very low resistance reading indicates a short or ground in the MOTOR winding circuit. Either condition is cause for TERMINAL replacement of the solenoid assembly. 2. Check the armature (13) as follows for shorts, opens or FIGURE 9. SOLENOID TERMINALS grounds using suitable test equipment and instruments (test lamp must be 110 volts or less). a. Rotate the armature in a growler holding a steel strip such as a hacksaw blade against the armature. If a short circuit is present, the steel strip will vibrate in that area. h. Check the armature for grounds using a test lamp or ohmmeter. There shall be no continuity between the armature shaft and any point on the commutator. c. Check for opens by visually inspecting the points where the armature conductors join the commutator. A poor connection often will be indicated by signs of arcing or burning of the commutator. d. Replace armatures which are shorted, grounded or show evidence of opens. 3. Check frame and field assembly (19) for grounds or opens using a test lamp (110 volts max.) or ohmmeter, as follows: a. Check that there is continuity (no opens) between the field terminal that connects to the solenoid, and the connection points for the insulated brushes on the field coil straps. h. Check that there is no continuity (no grounds) between the frame and the field terminal that con- nects to the solenoid. c. Replace frame and field assemblies that have grounds or opens. FIGURE 10. FRAME AND FIELD ASSEMBLY Engines & Generators 78 STARTER MOTOR Repair Procedures Remove or disconnect: (Figures 3 and 11) a. The center support bearing (10) from the drive shaft 1. If necessary, replace the bearings (8 and 9, Figure 3) on (15) using a locally fabricated tool as shown in the armature (13) as follows: Figure 11. NOTE: Ball bearings which are removed from the Install or Connect: armature must be replaced with new bearings. The h. The center support bearing (10) from the drive shaft removal procedure causes internal damage to the (15) using a locally fabricated tool (Figure 11). With bearings. the drive shaft in a suitable support fixture, place the Remove or disconnect: tool bolt ends through the access holes in the wide end of the drive shaft and squarely press the bearing a. C.E. and/or D.E. bearings (8 and/or 9) from the shaft off of the surface on the center shaft. of the armature (13) using a suitable bearing puller. 3. If necessary, replace the bushing (6, Figure 3) in the Install or Connect: drive housing (18) as follows: h. New C.E. and/or D.E. bearings (8 and/or 9) to the a. From inside the drive housing (18), drive out the armature assembly (13) using a tube that bears on plug (34) if present. Use a file to clean away rem- the bearing's inner race only. Press on the bearing nants of the old stake to allow installation of a new until the inner race bottoms out against the shoulder plug. Clean away any metal shavings. on the armature shaft. h. Using a suitable open tube, press out the bushing (6). 2. If necessary, replace the center support bearing (10, Figure 3) on the drive shaft (15) as follows: c. Using a suitable open tube, press the new bushing (6) into the drive housing (18) until the end of the NOTE: Ball bearings which are removed from the bushing is flush with the inside of the housing. drive shaft must be replaced with new bearings. The removal procedure causes internal damage to the d. Install a new plug (34), if used, to the drive housing. bearings. Stake housing material over the plug at three places, equally spaced. TOP VIEW SIDE VIEW PRESS MATERIALS NEEDED- ACCESS · PIECE OF FLAT METAL STOCK ABOUT 5MM (OR 3/16 IN.) CENTER HOLE SUPPORT THICK, AND 55 MM (OR 2 114 IN.) SQUARE OR ROUND. BEARING · THREE 6 MM OR 3/16 IN. BOLTS OF EQUAL LENGTH, LONG ENOUGH TO EXTEND AT LEAST 35 MM (1 3/8 IN.) CENTER BELOW THE FLAT STOCK WHEN INSTALLED THROUGH SHAFT----{ IT. TO USE NUTS INSTEAD OF TAPPED HOLES, USE LONGER BOLTS TO COMPENSATE FOR NUT THICKNESS. 1. LOCATE THREE HOLES EQUALLY AROUND A 32 MM (1.26 IN.) CIRCLE ON FLAT STOCK. DRILL AND TAP HOLES AS NEEDED TO MATCH BOLT THREADS. 2. INSTALL BOLTS IN FLAT STOCK AND TIGHTEN. ENDS OF INSTALLED BOLTS SHOULD PASS THROUGH ACCESS HOLES IN END OF DRIVE SHAFT WITHOUT BINDING. FIGURE 11. TOOL FOR REMOVING CENTER SUPPORT BEARING t..."".,/WESTERBEKE I Engines & Generators 79 STARTER MOTOR ASSEMBLY 1. Lubricate the D.E. housing bushing, shift lever, and drive shaft as described under LUBRICATION DURING Lubrication During Assembly ASSEMBLY. 1. The armature bearings (8 and 9, Figure 3) and drive shaft Install or Connect: support bearing (10) are pennanently lubricated. Do not add lubricant to these bearings. Lubricate the following 2. The arms on the shift lever (11) with the shift collar on just before or during assembly (avoid excessive grease): the drive shaft and clutch group (C). 3. D.E. housing bushing (6) (in drive housing). 3. The assembled shift lever (11) and the drive shaft and clutch group (C) into the drive housing (18), aligning the b. The pivot hole and working surface on the ends of holes in the drive shaft support (17, Figure 7) with those the shift lever (11). in the drive housing. c. The internal gear, shaft and spline on the drive shaft 3. Make sure that the drive shaft support is fully seated (15). in the drive housing and that the drive shaft bearing Drive Shaft and Clutch Group (l0, Figure 7) remains fully seated in the drive shaft (Figures 7 and 12) support. 1. If disassembled, position the drive shaft on the work sur- 4. Shift lever screw (21), washer (22) and nut (23). face with the internal gear end down and assemble the Tighten: drive shaft and clutch group as follows: a. Nut to 4.5 Nm (40 lb-in.). Important: 5. The plate (26), if used, and the drive housing plug (27) 3. If the center support bearing (10) is being replaced, to the drive housing (18). install it on the drive shaft (15) as specified in REPAIR PROCEDURES, step 2, before proceeding with 6. Washers (30 through 32) in the same number and posi- assembly. tions as noted at disassembly. Install or Connect: 7. The armature support bracket (16) to the drive housing (18), aligning the mark made prior to disassembly with 1. The drive shaft support (17) to the drive shaft (15), seat- that on the drive housing. ing the bearing (10) in the support. 8. Drive housing bolts (36 and 37). 2. The clutch drive assembly (2) to the drive shaft (15). 3. A new pinion stop (12) onto the drive shaft (15), the end METAL BLOCK APPROX. with the recess for the stop rings (35) up. 9 MM (3/16 IN.) 3. Install the stop rings (35) in the groove in the drive shaft (15). b. Pick up and support the assembly under the pinion stop (12). A metal block, with a V-shaped cutout that will slide over the shaft between the pinion gear and the stop, can be clamped in a vise to provide support (see Figure 12). c. Make sure the stop rings (35) (in the drive shaft APPROX. groove) are fully seated in the pinion stop recess and 38 MM (1 1/2 IN.) stake the upper edge of the pinion stop (12) over the stop ring (35) at four places, equally spaced. Do not allow staked metal to contact the drive shaft (15). Assembly of Gear Reduction and Drive Group 14.2 MM (0.56 IN.) (Figure 6) Important: If the D.E. bushing (6) and plug (34) are being replaced, install them in the drive housing (18) as specified in REPAIR PROCEDURES, step 3, before proceeding with assembly. FIGURE 12. PINION STOP SUPPORT BLOCK Engines & Generators 80 STARTER MOTOR Assembly of Frame, Field and Brush Holder Group NOTE: The brush leads may be damaged by excessive (Figures 5,13 and 14) handling. Do not over-flex tlJe leads near the clip welds or the clips may break off. BRUSH HOLDER 2. Brushes (4 and 5), if removed. ASSEMBLY a. See Figure 14 for the proper installed position of all brushes. Make sure the insulated brushes (5) go into the brush sockets of the brush holder assembly (3) that are mounted on the insulation. b. To install each brush, grasp the free end of the brush spring with needle nose pliers, twist clockwise to clear the brush socket and insert the brush partly into the brush socket. c. Gradually release the spring so that its end contacts SPRING POST BRUSH SOCKET the side (not end) of the brush (see Figure 13). This will hold the brushes retracted until after the brush FIGURE 13. BRUSH SPRING ON POST holder is installed over the armature commutator. 3. Grounded brush screws (39). Install or Connect: a. Position the terminals of the grounded brush leads behind the terminal tabs on the brush holder (3) (see 1. Brush springs (7), if removed. Figure 13). a. Start each brush spring onto the post on the brush b. Insert the brush screws (39) through the terminal holder assembly (3) as shown in Figure 13, just tabs on the brush holder and thread them into the enough to hold the inside end of the spring from brush lead terminals. turning. Tighten: b. Grasp the free end of the spring with needle nose pliers and twist clockwise over the top of the brush c. Grounded brush screws to 1.5 Nm (13 Ib-in.). socket. c. Push the spring fully onto the post and release the free end to engage the notch in the brush socket. INSULATED BRUSH INSULATION BRUSH SPRING GROUNDED BRUSH SPRING POST FIGURE 14. SPRINGS AND BRUSHES ON BRUSH HOLDER Engines & Generators 81 STARTER MOTOR Important: 4. The frame and field assembly (19) to the brush holder a. The O-ring can easily be damaged during installa- assembly. tion of the c.E. frame (14). To prevent such dam- a. Position the brush holder assembly (3) (with age, install the O-ring as described in the following installed brushes) over the terminal end of the frame steps. and field assembly (19). h. Install the O-ring on the frame, field and brush hold- h. Attach the terminals of the insulated brush leads to er group (A) so that it is against the shoulder on the the conductors in the frame and field assembly with field frame that will abut the C.E. frame when the insulated brush screws (29). installed. This is the normal installed position for Tighten: the O-ring. c. The insulated brush screws to 1.5 Nm (13 Ib-in.). c. Carefully roll the O-ring out of its normal installed position up onto the major O.D. of the field frame. Starter Assembly Allow the O-ring to remain in this position until the (Figures 4 and 15) c.E. frame is partially installed. Support the gear reduction and drive group (B) with the 6. c.E. frame (14) pinion gear end down and proceed as follows: a. Align the marks on the C.E. frame and frame and Important: field assembly (19, Figure 5) made prior to disas- If the armature bearings (8 and 9) are being replaced, install sembly. them on the armature (13) as specified in REPAIR PROCE- h. Start the C.E. frame onto the frame and field assem- DURES, step 1 before proceeding with assembly. bly, leaving a gap just slightly larger than the thick- Install or Connect: ness of the O-ring (20). 1. Solenoid assembly (1). 7. Brush plate screw (42). a. Pivot the plunger of the solenoid assembly into a. Use a scribe or similar tool to align the tapped holes engagement with the shift lever in the gear reduction in the brush holder assembly (3, Figure 5) with the and drive group (B). screw holes in the C.E. frame (14). h. Position the solenoid assembly mounting flange and Tighten: install the solenoid mounting screws (25). h. Brush plate screws to 2.8 Nm (25 lb-in.). Tighten: 8. Thru bolts (41). c. Solenoid screws to 2.8 Nm (25 lb-in.). a. Install the thru bolts and tighten them by hand but do 2. Frame seal (33). not close the gap between the C.E. frame and the frame and field assembly where the O-ring (20) goes. 3. The armature assembly (13) with bearings (8 and 9) into the gear reduction and drive group (B). h. Roll the O-ring (20) back down into its installed position between the C.E. frame and the frame and a. Make sure the gear teeth are aligned, then seat the field assembly. bearing (8) on the armature shaft fully into the hous- ing recess. c. Align the timing ribs on the edge of the C.E. frame (14) with the timing spots on the frame and field 4. Frame, field and brush holder group (A). assembly (A) to assure proper brush alignment. a. Place the dowel pin (28) in the hole in the armature Refer to Figure 15. Marks are located in 2 places on support bracket of the gear reduction and drive the motor but will only match one way. group (B). Tighten: h. Position the frame, field and brush holder group over d. Thru bolts (41) to 8.5 Nm (75 Ib-in.). the armature assembly (13), align the hole for the dowel pin (28) and the marks made prior to disas- 9. The motor lead on the frame and field assembly (19, sembly, and seat in the gear reduction and drive Figure 5). group (B). a. Remove the nut from the terminal on the solenoid, c. Twist the brush springs (7, Figure 5) away from the install the motor lead terminal and reinstall the nut. brushes (4 and 5, Figure 5), slide the brushes in to Tighten: contact the commutator on the armature (13), b. The nut on the terminal of the solenoid assembly to and release the brush springs to contact the ends of 11 Nm (100 Ib-in.). the brushes. 5. O-ring (20). Engines & Generators 82 STARTER MOTOR STARTER INSTALLATION C.E. FRAME Testing After Repair Dr Overhaul After repair or overhaul, the starter can be tested as speci- fied in the Starter No-Load Test found in the TROU- BLESHOOTING section. After repair, overhaul, testing or replacement of the starter, reinstall it using the following torques when making the elec- TIMING trical connections to the starter. MARKS A CAUTION: Make sure the negative battery cable is disconnected at the battery when making the elec- trical connections to the starter. Otherwise, injury may result. If a tool is shorted at the solenoid bat- tery terminal, the tool will heat enough to cause a skin burn. Tighten: FRAME AND a. Solenoid battery (B) terminal nut to 18 Nm (13 lb-ft.). FIELD ASSEMBLY b. Solenoid switch (S) terminal nut to 1.8 Nm (16Ib-in.). FIGURE 15. ALIGNING TIMING MARKS STARTER SPECIFICATIONS All 12 Volt models have these No-Load Test Specifications: AMPS RPM VOLTS Minimum Maximum Minimum Maximum 10 125 190 3000 5600 All 24 Volt models have these No-Load Test Specifications: AMPS RPM VOLTS Minimum Maximum Minimum Maximum 20 75 90 3600 5400 Starter Solenoid current consumption: PULL IN WINDING HOLD IN WINDING RATED VOLTAGE AMPS VOLTS OHMS AMPS VOLTS OHMS 12 52 - 59 10 0.17-0.19 12 -14 10 0.76 - 0.81 24 100 -125 20 0.16 - 0.20 12 -14 20 1.15 -1.65 Engines & Generators 83 WIRING DIAGRAM #44780 ALTŁRNUOR 2np' 12A ALleRNATOR '2y "'A II'. o , ._ _ _ _ _ _ _ _ _...:":...J ; , .. VIO tl' 01. III OIlG o .... IVIO 11011[1 II. II[OIVIO aATTEo, SWI'CH \11 AVI O~SSUR[ rŁ~------l1-- I ~ "'"LlII' 12-2' VOC III Ill,., L~ 0 '1. ttl II. 1[1,'111' .. 4 ""1 -=- STABlER MOTOR . . . . LU .14 1'111 114 VIO I I 1[0 ,.!!;!. a: ~ ".IEO 114 Rn ,uBllI: au . Is. ~SI"...-::lo.7"""""----" IlI"H' III 1[1, ..., '--_ _-"'WH"-I'~16l' J J '''IU "1.t.1 '--_ _ _ _-'Y,,'O,~$. ". YlO OI. 0" tit '[0 L-_ _ _ _ _ Y!.!I.!!.Oj$~ ~---.r ~LD-"- ~ ......I"-t"__ ~,±.jUf±.t±+:W--"."'I,:-',.",,:'___--' Jf&u I---"-"--~-~~----'--'--- lOT[: I. .[MOV[ JUMP'ER IMEI (~'[CT'IG ,. S[(OID R[MOT[ P'"IEl. "''1M' 2. GIQUID .,. T[lNIIAl or 'I[HUT SOlUOID 01 24Y SYSUN OIl'. ,., 182-1 m. /WI I'N!H!AT SWITCH Tl12-2 lBI-5 TBI·l 1BI-2 START SWITCH T8'-IO TlI2'S T82-4 STCP SWITCH HOUR VOLT tI,1I METER L-----""-"""''--~'BH I.. METER - .. ~ Engines & Generators 84 WIRING SCHEMATIC #44780 BATTERY 12-l"VOC CIRCUIT BREAKER STARTER ,-____~r~~~--------~~~~~~--~ l _ ...J I STARTER I ~~:g~:rg: ,SOLENOIOJ GtOWPLUGS I PItEHEATi ,SOLENOI ~ AL HRNAlOR 87 KI·SU.RT JO II:Z·RUN ~,,,,,~,~I----------~--~----------~I'40 ~'7~ __________-.____~ 01 L PR[SS. [lK. TEWP. WATER TEW'. 51' TeM 511 reH $WI reM " r 'STO. ,s.neH KZ-RUN RŁlAr I IUODZ " '1 . PREHEAT START S.. , TeH $WI TeH III-START RElAY r- ~ r -, .1 l_ .J L _ J Oil 8YPASS SIITCH AUI. 0.', SIITCH Oil PRŁSS. SOlDER 181-1 TII·J TBI-. 1112-l TBZ" TlI-S TIIl-. TIll,' TBZ'~ TIIl-5 WATER HM' S[IID(I TIll-tO ~~ STOP SWI TeH OIL PRESS. GAUGE PREHEAT START SWI TeH 5'" TeH IND. LIGHT r- ~ l_ ...J -TfPI(Al REWOTE START/STOP 'ANfl CON[(TIOfilS- VOL H4[ T[ R NOl[ . o REMOTE COfII[CTOR PINS HQURM[l[R Engines & Generators 85 REMOTE INSTRUMENT PANEL #44329 STOP SWITCH 2 5 o , __ _ _ ___ _ _ _ _ __ _ __ .. .. .. REMOTE .. .. .. PANEL .. CONTROL .. .. (REAR VIEW) .. .. .. .. .. .. .. PREHEAT SWI TCH .. - : 1 PREHEAT START SWI TCH STOP SWITCH .t16 RED/VL 116 116 RED/WHT 116 WHT 0)Q)Q) 110 RED PREHEAT @@@ 1 : START SWITCH SWITCH @®@ .1 : 0 116 WHT/RED MALE CABLE CONNECTOR 114 RED REAR VIEW 114 RED 116 VEl/RED ~ .. - .. - .. - .. - .. - .. - .. - .. - .. - .. - .. - .. - .. - .. - .. - .. _ .. _I P.N. 44336 Engines & Generators 86 WIRING DIAGRAM MARINE ENGINES #44781 ALTERNATOR. 24V 42A ALTERNATOR 0 51A I '" .,,' '00 OIL PRESSURE I ll1!ill I +~ !!.EJLI..I!.AJ. ~ ~~ SWITCH (USED 6ifSOiirMODHS) Il.Mll.!U 12-24 VDC " NOTE S: I THI$ '''ODUCT IS I"RoHeTEO BY" WAfrlUAt II[S(T CIRCUIT IIRtAl([R LOCATED IIEAR THE S1 STARTER. exCESSIVE CURII(IH .'ll CAUSE THE BR[ ... It[R TO JRI' AND THE (NGIN[ .IlL SHUT DOWN tHE IIUILD[!IfOWNEII lIun liE SURE THAT THE INSTIIUII[NT "ANEL. WilliNG. AND S2 [116''''Ł AilE IItSTALLED TO PR(V[l1T CONTACT IIET.EEN ElECHtlCAl DEVICES ANO SEAWATER 2 AN ON-OFr SWITCH SHOULD liE INSTAlLEO 8ETwEEN THE UTTERl AND STARTER TO DISCONNECT THE IIATTE'" 'N AN OHRGENCT AND WH(l1 tEAYING THE aOAT. A SW"CH .,TH A CONTINUOUS UTIli(; OF I1S AM'S AT 12 VDC .'LL S[RYE THIS FUNCTION. THIS PZ S.,TCH SHOULD NOT eE UseD TO MAI\[ OR 8REAII THE CIRCUIT. PI 1 THE PltrIll .'IIE AT 'LUG Z IS UNt/SED AND SHOULD II( INSULATED. ("'I'TAIN PANEl ONLT 4 5 THE G~AY .,ItE AT PLUG 1 IS UNUHD AND SHOULD Itt INSULATED. ADM.ltAl PANEl ONU CONNECT THE CIItCUIT I!II(AKER AND RESISTOR .,RE TO THE .,. f(ItMINAl FOR I l VOLr ADMIRAL SUTOIS ONLY. FOR l4 VOLT SlSTENS REMOVE THE CIRCUIT 8REUER AND CONNECT 01Ł RESISTOR .,RE TO THE 114 LT 8tU .,RES AND THEN GAOUND THE '1' T(AWINAL. PANEL - --- W"T!R TaP. -, OAUOI!! o 110 RED Hr, 11il01 Engines & Generators 87 WIRING SCHEMATIC MARINE ENGINES #44781 + ·· ~______________-=BA~T~T~E~RY~I~2_·2~.~Y~DC~________________~ START SOl. STARTER Al TERNATOR lOA 12Y ( ( C.B. 20A C.B OPTIONAL ALTERNATORS .,; '" I I . IT. 8lU I · lot PI Hit .... ~ .... ::> 0 z PRESTOLITE 72 AMP ALT KEY sw. VOL TMETER ADMIRAL PANEL PRESTOLITE\LEECE-NEVILLE 90 AMP ALT PREHEAT SWI TCH RED ORN ORN CASE GN DISCONNECT JUMPER FOR USE WITH TWO BATTERIES. LESTEK 135 160. 190 AMP ALT. Ih·'.1·2UIII Engines & Generators 88 ENGINE TROUBLESHOOTING Hard Starting ...................................................................................................90 Starter Inoperative ................................................................................ 90 Starter Operates but engine does not turn over.. .................................. 91 Engine turns over but does not start though fuel is being delivered to the injection pump .............................................. 92 Engine turns over but does not start .................................................... 93 Unstable Low Idling ...................................................................................94 Insufficient Power .....................................................................................96 Excessive Fuel Consumption .....................................................................99 Excessive Oil Consumption ...................................................................... 10 1 Overheating .............................................................................................. l 02 White Exhaust Smoke .............................................................................. l 03 Dark Exhaust Smoke ................................................................................ l 04 Oil Pressure Does Not Rise ...... ................................................................ 105 Abnormal Engine Noise ............................................................................ l 06 NOTE: Use this section to quickly diagnose and repair engine failures. Each troubleshooting chart has three headings arrangedfrom lefi to right. #1 Check Point, #2 Trouble Cause, #3 Remedy Engines & Generators 89 ENGINE TROUBLESHOOTING HARD STARTING 1) STARTER INOPERATIVE Checkpoint Trouble Cause Remedy NG NG Transmission neutral switch· Defective neutral switch Replace the neutral switch (if so equipped) I J --. NG ~ Loose battery cable terminals Clean and/or retighten the bat- Battery I-- Poor connections due to rusting tery cable terminals NG NG Battery discharged or weak '--- Recharge or replace the battery NG NG Drive belt loose or broken r--- Adjust or replace the drive belt OK I NG Defective starter switch or NG Replace the starter switch or Starter switch r--- r- the starter relay starter relay I OK NG ~ Defective magnetic switch or Repair or replace the magnetic Starter motor starter relay r--- switch OK NG Starter motor I-- Defective starter motor ~ Repair or replace the starter motor Engines & Generators 90 ENGINE TROUBLESHOOTING HARD STARTING 2) STARTER MOTOR OPERATES BUT ENGINE DOES NOT TURN OVER Checkpoint Trouble Cause Remedy ~ Loose battery cable terminals - NG Clean and/or retighten the bat- Battery Poor connections due to rusting tery cable terminals NG ~ Battery discharged or weak Recharge or replace the battery NG NG r---- Drive belt loose or broken Adjust or replace the drive belt OK NG NG Starter motor r--- Defective pinion gear r---- Replace the pinion gear NG Defective magnetic switch NG Repair or replace the magnetic t-- switch NG Brush wear NG Replace the brush and/or the Weak brush spring t-- brush spring OK NG Piston, crank bearing seizure, NG Repair or replace the related Engine r--- t-- or other damage parts Engines & Generators 91 ENGINE TROUBLESHOOTING HARD STARTING 3) ENGINE TURNS OVER BUT DOES NOT START FUEL IS BEING DELIVERED TO THE INJECTION PUMP Checkpoint Trouble Cause Remedy Continued from the previous page OK I Injection nozzle injection starting NG NG Adjust or replace the injection Injection nozzle - pressure too low r---- nozzle Improper spray condition OK Defective fuel injection nozzle NG Injection pump - resulting in fuel drippage after fuel injection - NG Replace the delivery valve NG Defective injection pump control ~ Repair or replace the injection rack operation pump control rack NG Injection pump plunger worn or ~ Replace the injection pump stuck plunger assembly OK Injection pump (VE pump) ~ Injection pump drive shaft seizure ~ Replace the injection pump drive or other damage shaft -- NG Injection pump governor spring ~ Replace the injection pump seizure governor spring Engines & Generators 92 ENGINE TROUBLESHOOTING HARD STARTING 4) ENGINE TURNS OVER BUT DOES NOT START Checkpoint Trouble Cause Remedy Defective engine stop mechanism. Replace the engine stop ~ - NG Engine stop mechanism mechanism. NG Defective fuel cut solenoid valve ~ Replace the fuel cut solenoid (VE pump) valve FUEL IS NOT BEING DELIVERED TO THE INJECTION PUMP NG Fuel - Fuel tank is empty - NG Fill the fuel tank OK Repair or replace the fuel lines Fuel piping -NG Clogged or damaged fuel lines Loose fuel line connections - NG Retighten the fuel line connections OK Fuel filter ~ Fuel filter overflow valve does not close ~ Repair or replace the fuel filter overflow valve NG ~ Replace the fuel filter element or Clogged fuel filter element the fuel filter cartridge OK Fuel system - NG Air in the fuel system ~ Bleed the air from the fuel system I Continued on the next page Engines & Generators 93 ENGINE TROUBLESHOOTING UNSTABLE LOW IDLING (PROPULSION) Checkpoint Trouble Cause Remedy Low idling - NG Low idling improperly adjusted NG r--- Adjust the low idling OK NG Throttle control system ~ Throttle control system improperly adjusted r--- Adjust the throttle control system OK I NG NG Fuel system r--- Fuel system leakage or blockage r--- Repair or replace the fuel system NG NG Air in the fuel system r--- Bleed the air from the fuel system NG NG Water particles in the fuel system t--- Change the fuel OK Fuel filter ~ Clogged fuel filter element NG Replace the fuel filter element or r------- the fuel filter cartridge I Continued on the next page Engines & Generators 94 ENGINE TROUBLESHOOTING UNSTABLE LOW IDLING (PROPULSION) Checkpoint Trouble Cause Remedy Continued from the previous page OK I Injection pump - NG Defective governor lever operation - NG Repair or replace the governor lever NG Regulator valve improperly - NG Adjust or replace the regulator adjusted (VE pump only) valve NG NG Broken plunger spring - Replace the plunger spring NG ~ Worn plunger Replace the plunger assembly NG NG I Worn camshaft (In-line pump only) - Replace the camshaft NG - NG Worn roller tappet (In-line pump Replace the roller tappet only) NG NG Worn cam disc (VE pump only) - Replace the cam disc Valve clearance ~ Valve clearance improperly - NG Adjust the valve clearance adjusted l Engines & Generators 95 ENGINE TROUBLESHOOTING INSUFFICIENT POWER Checkpoint Trouble Cause Remedy NG Air cleaner ~ Clogged air cleaner element r---- Clean or replace the air cleaner element OK ~ NG Fuel Water particles in the fuel r---- Replace the fuel OK NG NG Fuel filter r---- Clogged inlet filter screen r---- Clean filter screen OK NG Fuel feed pump ~ Defective fuel feed pump r---- Repair or replace the fuel feed pump OK Injection nozzle ~ Injection nozzle sticking ~ Replace the injection nozzle Injection nozzle injection starting NG NG Adjust or replace the injection pressure too low r-- nozzle Improper spray condition OK Fuel injection pipes ~ Fuel injection pipes damaged or NG Replace the fuel injection pipes r-- obstructed I Continued on the next page Engines & Generators 96 ENGINE TROUBLESHOOTING INSUFFICIENT POWER Checkpoint Trouble Cause Remedy Continued from the previous page OK I Injection pump ~ Defective delivery valve ~ Replace the delivery valve NG Defective timer - MG Repair or replace the timer NG NG Adjust or replace the control Improper control lever operation - lever Adjust the injection timing NG Defective injection timing ~ Repair or replace the injection pump timer NG Weak governor spring ~ Replace the governor spring NG Worn plunger ~ Replace the plunger assembly NG Worn camshaft (in-line pump only) ~ Replace the camshaft Continued on the next page Engines & Generators 97 ENGINE TROUBLESHOOTING INSUFFICIENT POWER Checkpoint Trouble Cause Remedy Continued from the previous page OK I NG NG Injection pump !--- Worn roller tappet t----- Replace the roller tappet OK Exhaust gas leakage from the Turbocharger ~ exhaust system ~ Repair or replace the related parts Air leakage from the intake system NG NG Defective turbocharger assembly r - Replace the turbocharger assembly OK Blown out cylinder head gasket Worn cylinder liner Compression pressure ~ Piston ring sticking or broken ~ Replace the related parts Improper seating between the valve and the valve seat OK NG Valve clearance improperly NG Valve clearance r- ~ Adjust the valve clearance adjusted OK NG NG Valve spring r---- Valve spring weak or broken ~ Replace the valve spring OK NG Exhaust system ~ Exhaust pipe clogged ~ Clean the exhaust pipe OK NG Full load adjusting screw seal - Open and improperly set adjusting screw seal - NG Adjust and reseal the adjusting screw Engines & Generators 98 ENGINE TROUBLESHOOTING EXCESSIVE FUEL CONSUMPTION Checkpoint Trouble Cause Remedy NG ~ Repair or replace the fuel system I ! Fuel system Fuel leakage t-- related parts i OK I I NG Air cleaner ~ Clogged air cleaner element t-- Clean or replace the air cleaner element OK I I Low idling speed NG NG t-- Poorly adjusted low idle speed r----- Adjust the low idle speed OK I I Injection nozzle injection starting NG Injection nozzle ~ pressure too low r----- Adjust or replace the injection nozzle Improper spray condition OK I NG Fuel injection timing ~ Fuel injection timing improperly adjusted t-- Adjust the fuel injection timing OK I Defective delivery valve result- NG Injection pump ~ ing fuel drippage after fuel t--- Replace the delivery valve injection OK I ~ Air leakage from the turbocharger NG Repair the turbocharger intake Turbocharger t-- intake side side I Continued on the next page Engines & Generators 99 ENGINE TROUBLESHOOTING EXCESSIVE FUEL CONSUMPTION Checkpoint Trouble Cause Remedy Continued from the previous page OK I NG NG Turbocharger r--- Defective turbocharger assembly r - - - Replace the turbocharger assembly OK I NG Valve clearance ~ Valve clearance improperly adjusted r--- Adjust the valve clearance OK I Blown out cylinder head gasket Worn cylinder liner NG NG Compression pressure - Piston ring sticking or broken I--- Replace the related parts Improper seating between the valve and the valve seat OK I NG NG Valve spring - Valve spring weak or broken r--- Replace the valve spring Engines & Generators 100 ENGINE TROUBLESHOOTING EXCESSIVE OIL CONSUMPTION Checkpoint Trouble Cause Remedy Engine oil NG Engine oil unsuitable NG Replace the engine oil f--- ~ Too much engine oil Correct the engine oil volume OK I NG Oil seal and gasket '--- Oil leakage from the oil seal and/or the gasket - NG Replace the oil seal and/or the gasket OK I NG NG Air breather f--- Clogged air breather r-- Clean the air breather i OK I Defective valve seals Inlet and exhaust valves NG NG Replace the valve seals, the Valve seals t-- Worn valve stems and valve r---- valves, and the valve guides guides OK I I Piston rings NG t-- Piston rings worn, broken or improperly installed NG r---- Replace the piston rings or properly install I OK I NG Cylinder lines scored or NG Cylinder liners f--- worn r---- Replace the cylinder liners I Engines & Generators 101 ENGINE TROUBLESHOOTING OVERHEATING Checkpoint Trouble Cause Remedy NG Insufficient antifreeze NG Replenish the antifreeze Cooling water I-- r---- Insufficient raw water Correct raw water flow OK I NG Drive belt loose or cracked NG Drive belt - causing slippage r--- Replace the drive belt OK I NG Raw water pump ~ Impeller or bearings r--- Repair/replace raw water pump OK I ~ NG Water pump Defective water pump r---- Repair or replace the water pump OK I Cylinder head and cylinder body NG Defective sealing cap resulting in NG f---- t--- Replace the sealing cap sealing cap water leakage OK I NG NG Thermostat I-- Defective thermostat r-- Replace the thermostat OK I ~ - NG Cooling system clogged by Clean the foreign material from Cooling system foreign material the cooling system I OK I NG Fuel injection timing f---- Fuel injection timing improperly adjusted - NG Adjust the fuel injection timing Engines & Generators 102 ENGINE TROUBLESHOOTING WHITE EXHAUST SMOKE Checkpoint Trouble Cause Remedy NG NG Fuel r-- Water particles in the fuel r-- Replace the fuel OK I NG Fuel injection timing r-- Retarded fuel injection timing ~ Adjust the fuel injection timing OK I Blown out cylinder head gasket Worn cylinder liner NG NG Compression pressure r-- Piston ring sticking or broken r-- Replace the related parts Improper seating between the valve and the valve seat OK I Turbocharger ~ Defective turbocharger ~ Replace the turbocharger OK I Defective valve seals Inlet and exhaust valves Valve seals - NG Worn valves stems and valve NG r-- Replace the valve seals, the valves, and the valve guides guides OK I Piston rings ~ Piston rings worn, broken or NG Replace the piston rings or '-- improperly installed properly install OK I NG - NG Cylinder lines scored or Cylinder liners '- Replace the cylinder liners worn Engines & Generators 103 ENGINE TROUBLESHOOTING DARK EXHAUST SMOKE Checkpoint Trouble Cause Remedy NG Air cleaner r--- Clogged air cleaner element - NG Clean or replace the air cleaner element OK Injection nozzle injection starting Injection nozzle - NG pressure too low - NG Adjust or replace the injection nozzle Improper spray condition OK NG Fuel injection timing - NG Fuel injection timing improperly adjusted r---:- Adjust the fuel injection timing OK Defective delivery valve resulting Injection pump - NG in fuel drippage after '--- NG Replace the delivery valve fuel injection NG NG Excessive injection volume r---:- Adjust the injection volume Engines & Generators 104 ENGINE TROUBLESHOOTING OIL PRESSURE DOES NOT RISE Checkpoint Trouble Cause Remedy Engine oil r-- NG Improper viscosity engine oil Too much engine oil - NG Replace the engine oil Correct the engine oil volume OK Defective oil pressure gauge Repair or replace the oil Oil pressure gauge or sendor Oil pressure indicator light - NG or sendor - NG pressure gauge or sendor OK Oil filter ~ Clogged oil filter element ~ Replace the oil filter element or the oil filter cartridge OK NG Relief valve and by-pass valve - Relief valve sticking and/or weak by-pass valve spring - NG Replace the relief valve and/or the by-pass valve spring OK NG NG Oil pump - Clogged oil pump strainer - Clean the oil pump strainer NG NG Replace the oil pump related Worn oil pump related parts - parts OK Rocker arm shaft ~ Worn rocker arm bushing NG r-- Replace the rocker arm bushing OK NG Replace the camshaft and the Camshaft ~ Worn camshaft and camshaft bearing r-- camshaft bearings i OK I I NG NG Replace the crankshaft and/or Crankshaft and bearings r-- Worn crankshaft and bearings f--- the bearings Engines & Generators 105 ENGINE TROUBLESHOOTING ABNORMAL ENGINE NOISE 1. Engine Knocking Checkpoint Trouble Cause Remedy Check to see that the engine has been thoroughly warmed up befo~e beginning the troubleshooting procedure. Fuel - NG Fuel unsuitable - NG Replace the fuel '-- OK I NG Fuel injection timing - NG Fuel injection timing improperly adjusted e--- Adjust the fuel injection timing OK I Injection nozzle - NG Improper injection nozzle starting pressure and spray condition ~ Adjust or replace the injection nozzle OK I NG Compression pressure r-- Blown out head gasket Broken piston ring - NG Replace the head gasket or the piston ring 2. Exhaust Leakage Noise Tighten the exhaust hose NG Exhaust System r--- Loosely connected exhaust or broken exhaust hose - NG connections Replace the exhaust hose OK I Replace the washers Injection nozzles and/or glow ~ Loose injection nozzles and/or NG '-- Tighten the injection nozzles plugs glow plugs and/or the glow plugs I I I Continued on the next page Engines & Generators 106 ENGINE TROUBLESHOOTING ABNORMAL ENGINE NOISE 2. Exhaust Leakage Noise Checkpoint Trouble Cause Remedy Continued from the previous page OK I NG Loosely connected exhaust mani- NG Tighten the exhaust manifold Exhaust manifold r-- r--- fold and/or glow plugs connections OK I NG NG Cylinder head gasket r--- Damaged cylinder head gasket r-- Replace the cylinder head gasket 3. Continuous Noise NG NG Drive belt r--- Loosen drive belt r--- Readjust the drive belt tension 1 I OK I ~~ NG Raw water pump Impeller or bearings f---- Repair/replace raw water pump OK I NG Water pump bearing ~ Worn or damaged water pump bearing r--- Replace the water pump bearing OK j Alternator ~~ Defective alternator NG Repair or replace the alternator, r--- OK I NG ~ Valve clearance improperly Valve clearance adjusted r--- Adjust the valve clearance Engines & Generators 107 ENGINE TROUBLESHOOTING ABNORMAL ENGINE NOISE 4. Slapping Noise Checkpoint Trouble Cause Remedy I NG NG Valve clearance improperly Valve clearance r--- adjusted - Adjust the valve clearance OK I NG NG Rocker arm - Damaged rocker arm r--- Replace the rocker arm OK I NG NG Flywheel - Loose flywheel bolts r--- Retighten the flywheel bolts OK I NG Crankshaft and thrust bearings r--- Worn or damaged crankshaft and/or thrust bearings ~ Replace the crankshaft and/or the thrust bearings OK I Crankshaft and connecting rod NG Worn or damaged crankshaft ~ Replace the crankshaft and/or bearings r--- and/or connecting rod bearings the connecting rod bearings OK I NG ~ Connecting rod bushing and Worn or damaged connecting rod Replace the connecting rod piston pin r--- bushing and piston pin bushing and/or the piston pin OK I Worn or damaged piston and Piston and cylinder liner - NG cylinder liner ~ Replace the piston and the cylin- der liner Foreign material in the cylinder Engines & Generators 108 TORQUE DATA 4.2±0.8 Kg-m (lb-It) (30.4±5.8) TIMING GEAR CASE FUEL SYSTEM I ~ 1.9±0.2 (13.7±1.5). (18.8±3.6) o l .... ("';:7'\~/~'I 1.7±0.1 16.0±1.0 (12.3±0.7) ~ ~ 2.6±0.5 ~ (18.8±~.6) ~~".~@ FLYWHEEL · ~. (Pr& · !., " ~ '\l) HOUSING 0.6±0.2 (4.3±1.5) 2.1±0.5~ (15.2±3.6) ~ 2.6±0.5 (18.5±3.6) 1.1±0.5 r'"' OIL COOLER For steel 7.0 9.5 ± 0.5 ( ) asbestos (50.6) -+ (68.6 ± 3.6) New bolt sandwich 7.0 11.5 ± 0.5 (R ) gasket (50.6) -+ (83.1 ± 3.6) eused bolt For lam;nated steel sheet 7.0-+9.0 ±0.5 900' 3 o· (50.6)-+(65.1 ±3.6) -+ o· gasket Apply MOS2 grease INTAKE/EXHAUST MANIFOLDS CYLINDER HEAD Engines & Generators 109 TORQUE DATA Kg-m (lb-fl) PISTON 4--+60° +3 g: (28.9) - 5.3±1.0 - (38.3±7.2) ;/ 6 CYL. '~ 22.3:t2.2 (161.2:t15.9) FUEL FILTER :4~~ ~Q~ '''',",.." ~ ~~I 60:t5 (433.8:t36.2) FLYWHEEL 2.6±O.5 (~8.8±3.6) 2.6±O.5 24.1±1 / ~......> - - - - - (18.8±3.6) (173.5±7.2) / 0 ~\ a~~iij~~~ I lol:.\\.~~ t~\~ r ~~2.1±O.5 (15.2±3.6) CYLINDER BODY (6 CYL. SHOWN) TURBOCHARGER ~ WESTERBEKE Engines & Generators 110 TORQUE DATA 8 ""- ~~I _____ i I 2.6±O.5 (lS.S±3.6) Kg-m (Ib-It) ® ft 3.1±O.5 ~ W(22.4±3.6) re ~ I THERMOSTAT I ASSEMBLY ROCKER ARM ~~/// 5.3±1~ (3S.3±7.2) ~ / /~~,.'" ~~ ~ (18.B±3.6) ~±1.5 -~ ~~ CAMSHAFT (115.7±10.5) Lubricate with engine oil ~~ ~_ 5.5±1~ (39.B±7.2) Engines & Generators 111 THE BE GENERATOR SINGLE AND THREE PHASE EMERGENCY STOP \ GENERATOR BACK-END DESCRIPTION This generator is a four-pole, brushless, self-excited g~nerator which requires only the driving force of the engine to produce AC output. The copper and laminated iron in the exciter stator are responsible for the self-exciting feature of this generator. The magnetic field produced causes an AC voltage to be induced into the related excitor rotor windings during rotation. Diodes located in the exciter rotor rectify this voltage to DC and supply it to the windings of the rotating field; This creates an electromagnetic field which rotates through the windings of the main stator, inducing an AC voltage which is supplied to a load. An AC voltage is produced in the auxiliary windings of the main stator and is, in tum, supplied to a voltage regulator. The regulator produces a DC voltage to CIRCUIT further excite the exciter stator windings, enabling the BREAKER generator to produce a rated AC output. The voltage regulator SWITCH senses AC voltage output and adjusts DC excitation to the exciter stator winding according to amperage load the generator is furnishing To maintain a constant voltage output. MAINTENANCE PARALLEL OPERATION A CAUTION: Prior to performing any maintenance, Two or more of these generators may be run in parallel by make certain that the generator is shut down, switches simply adding a parallel device. The parallel device is added are off and the unit is at room temperature. to the electrical terminal box to ensure equal output of generator voltage. Contact your WESTERBEKE dealer or the WESTERBEKE factory for information on parallel Use compressed air to clean the generators extclior. Do not operation. use liquids or water. Do not use compressed air on any interior components as this could result in short circuits. ~ . AUTOMATIC VOLTAGE REGULATOR~ PARALLELING DEVICE NOT SHOWN ->1 TERMINAL LATOR "" "- AC TERMINAL Engines & Gsnerators 112 VOLTAGE REGULATOR ADJUSTMENTS Description The voltage regulator is an advanced design which ensures optimum AC alternator performance. It is equipped with complete protection circuitry to guard. against operating conditions that could be detrimental to the AC alternator. c . .... green L... ..... yellow L... -:.!--'H""ertz i! Amp g Slab ill Volt as a "- VOLTAGE REGULATOR DIAGRAM Amp-Hertz These two adjustments arc used in .:onjunction with the two protection circuits in the voltage regulator that are indicated This potentiometer is used to adjust output voltage. At proper by the illumination of a colored LED lights. engine operating speed the output voltage should be held at ± 1% from a no-load condition to a full rated generator output 1. Delayed overload protection (yellow LED). and from power factor 1.0 - 0.8 with engine drive speed 2. Low speed protection (red LED). variations up to -6%. Both systems have an intervention threshold which can be Prior to starting the engine, tum the VOLT and STAB adjusted using the respective potentiometer. Each of the two trimmers (using a mini phillips screwdriver) fully in a circuits are able to cause an adequate reduction in excitor counter clockwise (Minimum) direction until you feel them voltage to safeguard the excitor windings and prevent their hit their stops. overheating. Tum the AMP and HER1Z trimmers completely clockwise The overload protection system has a delay which permits (Maximum) in the same manner. temporary overloading of the generator during times such as With the alternator running at no-load, at normal speed, and motor start-up or other similar load surge demands. The with VOLT adjust at minimum, it is possible that output regulator also has a third LED (green), that glows during voltage will oscillate. Slowly rotate the VOLT adjust clock- generator operation to indicate correct operation of the wise. The voltage output of the alternator will increase and regulator with the generator. stabilize. Increase the voltage to the desired value. In this situation, only the green LED will stay lit. Stability This potentiometer permits variation of the regulator'S response to generator load changes so as to limit overcompensation and obtain a minimum recovery time to the normal voltage output. In order to adjust the regulator stability the alternator must be running at no-load and the output must be monitored. Tum the STAB adjust slowly clockwise until the voltage starts to fluctuate. At this point rotate the STAB adjust counterclockwise until the voltage is stable within 1 or 2 tenths of a volt. Engines & Generators 113 GENERATOR INFORMATION USE OF ELECTRIC MOTORS Generator Frequency Adjustment The power required to start an electric motor is considerably Frequency is a direct result of engine/generator speed, as more than is required to keep it running after it is started. indicated by the following: Some motors require much more current to start them than o When the generator is run at 1800 RPM, the AC voltage others. Split-phase (AC) motors require more current to start, output frequency is 60 Hertz. under similar circumstances, than other types. They are com- monly used on easy-starting loads, such as washing o When the generator is run at 1500 RPM, the AC voltage output frequency is 50 Hertz. machines, or where loads are applied after the motor is started, such as small power tools. Because they require 5 to Therefore, to change the generator's frequency, the 7 times as much current to start as to run, their use should be generator's drive engine's speed must be changed. Along with avoided, whenever possible, if the electric motor is to be a reconfiguring of the AC output connections at the generator, driven by a small generator. Capacitor and repulsion- a regulator board voltage output adjustment must also be induction motors require from 2 to 4 times as much current made. See ELECTRONIC GOVERNOR in the manual. to start as to run. The current required to start any motor varies with the load connected to it. An electric motor con- nected to an air compressor, for example, will require more A CAUTION: Prior to any cleaning or maintenance, current than a motor to which no load is connected. make certain a/I switches are off and the generator is In general, the current required to start liS-Volt motors connected at room temperature. to medium starting loads will be approximately as follows: MOTOR SIZE AMPS FOR AMPS FOR Generator Maintenance STARTING (HP) RUNNING (AMPERES) (AMPERES) o Maintaining reasonable cleanliness is important. 1/6 3.2 6.4 to 22.4- Connections of terminal boards and rectifiers may become 1/4 4.6 9.2 to 32.2- corroded, and insulation surfaces may start conducting if 1/3 5.2 10.4 to 72.S- salts, dust, engine exhaust, carbon, etc. are allowed to 1/2 7.2 14.4 to 29.2- build up. Clogged ventilation openings may cause 3/4 10.2 20.4 to 40.S- excessive heating and reduced life of windings. 1 13 26 to 52 o For unusually severe conditions, thin rust-inhibiting petroleum-base coatings, should be sprayed or brushed NOTE: In the above table the maximum Amps for Starting is over all surfaces to reduce rusting and corrosion. Typical more for some small motors than for larger ones. The reason materials suggested are Daubert Chemical Co. "Non- for this is that the hardest starting types (split-phase) are not Rust AC-41O" and Ashland "Tectyle 506" or equivalent. made in larger sizes. o In addition to periodic cleaning, the generator should be Because the heavy surge of current needed for starting inspected for (a) tightness of all connections, (b) evidence motors is required fOf only an instant, the generator will not of overheated terminals and (c) loose or damaged wires. be damaged if it can bring the motor up to speed in a few o The drive discs on single bearing generators should be seconds. If difficulty is experienced in starting motors, tum checked periodically jf possible for tightness of screws off all other electrical loads and, if possible, reduce the load and for any evidence of incipient cracking failure. Discs on the electric motor. should not be allowed to become rusty because rust may accelerate cracking. The bolts which fasten the drive disc Required Operating Speed to the generator shaft must be hardened steel SAE grade Run the generator first with no load applied, then at half the 8, identified by 6 radial marks, one at each of the 6 generator's capacity, and finally loaded to its full capacity as comers of the head. indicted on the generator's data plate. The output voltage o The rear armature bearing is lubricated and sealed; no should be checked periodically to ensure proper operation of maintenance is required. However, if the bearing becomes the generating plant and the appliances it supplies. If an AC noisy or rough-sounding, have it replaced. voltmeter or ampere meter is not installed to monitor voltage and load, check it with a portable meter and amp probe. o Examine bearing at periodic intervals. No side movement of shaft should be detected when force is applied. if side NOTE: When the vessel in which the generator is installed motion is detectable, bearings are wearing or wear on contains AC equipment of I20 volts only, it is recommended shaft of bearing socket outside bearing has occurred. that the generator's AC tenninal block be configured to pro- Repair must be made quickly or major components will vide one 120 volt AC hot leg for the vessel's distribution rub and cause major damage to generator. panel. This will ensure good motor starting response from the o Compressed air can be used to clean the generator generator. exterior. Do not use compressed air on internal components. Engines & Generators 114 GENERATOR AC VOLTAGE CONNECTIONS AC VOLTAGE CONNECTIONS The frame ground wire (white/green) must be properly positioned when changing the AC output configuration L1 o 2+3 L1 1+3 of the AC terminal block. For making connections to the AC terminal block, use terminal ends for 114 inch studs that will accept multi strand copper wire sized for the amperage rating from the hot lead connection. The frame ground wire is white L2 5 o 6+7 L2 5+7 or white with a green strip. It connects between the neutral stud and the generator frame. Generator Frequency L3 0 N L3 ~ 9 10+ II 9+11 1. Frequency is a direct result of engine/generator speed: 1800 rpm = 60 hertz; 1500 rpm = 50 hertz. "12 8 2. To change generator frequency SERIES Y PARALLEL Y 4BOV/60 Hz 20BV/60 Hz Configure the AC terminal block for the desired voltage 190V/50 Hz 3BOV/50 Hz frequency as shown. Ensure that the case ground wire is connected to the correct terminal block neutral ground stud. NOTE: The white/green ground wire may be removed in those L1 0 L1 1 + 12 2+3 installations where the AC circuit has a separate neutral and ground circuit. This will prevent the unit from being a ground source in the vessel. L2 0 L2 IMPORTANT 4+5 6+7 When changing from 50Hz to 60Hz the generator power and nominal vottage will increase by 20% but the current does not change from the 50Hz value. L3 0 L3 Should voltage stay at 50Hz, then the output power 8+9 10+ 1 1 may be increased by 5% due to improved ventilation. This is accomlished by resetting the AVR potentiometer. Changing froom 60Hz.to 50Hz, the voltage and power values must decrease by 20% ot the 60Hz value. SERIES DELTA 240V/60 Hz 2 PARALLEL DELTA 120V/60 Hz 2 220V/50 Hz 1100V/50 Hz NOTE: IF WIRING FOR 50 Hz. THE 60 Hz JUMPER MUST BE REMOVED FROM THE REGULATOR. SINGLE PHASE L1 l--+---L2 4 + 7 1 + 10 o 6,9 o 8+ 1 1 N o DOUBLE DELTA 120~240V/60 Hz 110-220V/50 Hz Engines & Generators 115 INTERNAL WIRING DIAGRAM 12 WIRE - 3 PHASE - RECONNECTABLE ,-------------, I I GROUND 111------. I A EXCITER STATOR I ..,r---..... I I ~---~ 1 I ; 0 STATOR ; \ : - -; - - : - - - -C- - - - - -: ~~::==========~::s====~~ll.JY I I1 EXCITER "'-Y=El--=lO"""W-+-' I I I ROTOR FIELD I 6 I 8:==========t:::+====~5 I I 2 4~~====~~=-~;:~~~::::::i=====~~3 I-QUT----'H--, ~~ I I I C I I I 1 ~~_._-hPD .... -f.,1 L,.,I_______h I I BLUE I DIODES I L_ _ L-----r----------J _ _ _ _ _ _ _ _ ..1 --- - --, I 7 6 5 \ \ J 2 11 I FUSE L ______ ~\ \ ~ RED .. a: RED tl ::IE 2-3 FOR SENSING 100-140V 12 WIRE 3 PHASE o ;:: 1-2 FOR SENSING 200-280V SHOWING PARALLEL Y z I!! o a.. THE (PO) PARALLEL DEVICE YEllOW IS OPTIONAL UP TO 320 KVA. THE LINK P ACTIVATES OR DE-ACTIVATES THE PARALLELING DEVICE IF IT IS PRESENT. Engines & Generators 116 ELECTRONIC GOVERNOR ADJUSTMENTS DESCRIPTION TO ElECTlIONIC CONTROLLER The system is composed of three basic components: I.C.~"",jj"":: ~1n. IIUl 1. Controller. Mounted in the instrument panel. TOTERMIN N. ~ .1 IOARD It 'UltACJ: BlACK 2. Sensor. Installed on the bellhousing over the ""2'-'" 'Y . ......, flywheel ring gear. - '-"'3/T, - IUCl/WH r 3. Actuator. Mounted at the front of the engine and TO SENSD SHIELDEDll ~ TtGOVERNOR attached with linkage to the throttle arm of the " CAllLE ..g,4~ ~ WHIR injection pump. VIOlET VIOlET ~5"'" 'oJ {TO LINEAR ACT UATOfi -.!!,OlET , VIOLET ,-,6~ TERMINAL BOARD #3 CONTROLLER REFER TO WIRING DIAGRAMS PN'30300B 12V PNj39747 24V INSPECTION AND ADJUSTMENT The controller has two adjustment pods. You need a mini screw driver to adjust these. One is speed and the -- gain. These are noted on the drawing of the controller. When you press the preheat switch, the actuator linkage attached to the throttle arm of the injection pump should move outward towards the injection pump and return back into the actuator in a quick motion. SENSOR Start the engine. The speed should be in the low idle PN'039172 range 600-700 rpm. If the engine speed is higher than this idle range, shut the engine down. Check the linkage LINEAR between the actuator and throttle arm. The throttle arm ACTUATOR PN#303007 12V stop should be about touching the open idle stop screw PN#3974624V boss. Adjust the linkage to position the throttle lever. CONTROLLER ADJUSTMENT The controller has an adjustment screw for speed 1. Speed. This adjustment is used to raise or lower the adjustment. Turn this screw outward (counter clockwise) engine's speed to the desired hertz. a few turns. Restart the engine. 2. Gain. This adjustment affects the reaction time of the actuator to the generator/engine load changes. NOTE: If there is any oscillating of the actuator linkage producing hunting, adjust the gain towards zero "0" until NOTE: A high gain adjustment can induce an oscillating this hunting is removed. of the actuator producing a hunting mode. In such Increase the engine speed slowly with the speed cases,lessen the gain adjustment. adjusting screw turning it inward (clockwise). In some instances this screw may need to be turned 6-10 turns Calibration before an increase in engine speed is noted. Bring the engine speed to 1800 rpm (60 Hz), 1500 rpm (50 Hz). 1. With no power to the governor, adjust the GAIN to Momentarily push the actuator linkage towards the 9:00 o'clock. actuator and release. The actuator should quickly regain 2. Start the engine and adjust the speed by turning the proper speed. If there is any hunting adjust the gain speed pot clockwise to desired speed. towards zero "0" until this hunting is removed. When the gain is adjusted you may need to readjust the NOTE: Controllers are factory adjusted to minimum rpm. speed at no load, shut the generator down. However. for safety, one should be capable of disabling Push the DC exciter circuit breaker in. Start the the engine if an overspeed should exist. generator. 3. At no-load, turn the GAIN potentiometer clockwise Check speed (Hertz) set at 60 Hz. until the engine begins to hunt. if the engine does Load the generator. not hunt, physically upset the governor linkage. If the governor is slow to react and maintain 60 Hertz 4. Turn the GAIN potentiometer counterclockwise adjust the gain clockwise. Again you may need to adjust until stable. the speed at no load. NOTE: The controller operates on I2VDC. The voltage You will find the governor will maintain 60 ± 0.5 Hertz range is ± 20% (9.6VDC 12VDC 14.4VDC). {{voltage right up to the full rated amperage output for the generator. varies above or below these ranges, the controller will not operate and the engine will run in an idle mode until proper voltage is supplied to the controller. Engines & Generators 117 TROUBLESHOOTING THE ELECTRONIC GOVERNOR Problem Probable Cause Verification/Remedy System appears dead 1. Low battery voltage at controller. 1. Check wiring for cause. Check battery state of charge. (Engine runs at idle.) 2. Stuck linkage. 2. Lubricate, free up linkage between controller and throttle arm. 3. No signal or weak signal from sensor. 3. Check for improperly installed or damaged sensor in flywheel (Measure AC voltage from sensor while housing. Replace or adjust. engine is running at idle. Voltage should be 1.5 volts o,r greater. 4. Check Actuator - depress PREHEAT and check for battery voltage between negative black lead at terminal block. a. Pu rple lead to black. 4. Replace controller if battery voltage is not present at bOth leads. b. Second pu rple to black. 5. Pertorm the following check between terminals at the actuator and the negative DC lead at the controller terminal block. (Preheat depressed). a. Low voltage (1.20-2.0 VDC) at either a. Broken actuatcr lead. actuator connection. b. Battery voltage at both actuator b. Broken actuator lead. connections. c. Battery voltage at one actuator lead c. Replace the actuator. but not the other. Actuator fully extends when PREHEAT 1. Check controller. Lift one of the purple is depressed and stays extended. actuator leads from the terminal block. Depress PREHEAT. a. Actuator fully extends. a. Short in lead to actuator. b. Actuator does not fully extend and b. Replace controller. connections. NOTE: Release PREHEAT and reconnect the purple lead. Actuator hunts (oscillates) and 1. Linkage between actuator and throttle 1. Lubricate/free-up. engine running. binding. 2. Improper adjustment of GAIN on 2. Lessen GAIN adjustment (Recalibrate the Controller). controller. 3. Inadequate DC power supply to controller, complete the following tests: Connect a DC voltmeter across the plus and negative leads at the controller terminal block. Lift both purple leads from the terminal block. Connect one purple lead to the C plus terminal and the other to ti,e DC negative. Momentarily depress PREHEAT. The actuator should fully extend. 3. If actuator does not fully extend, check the actuator leads. If the voltage is less than specified, check for loose or poor connections, low battery voltage, voltage drop in DC circuit due to remote panel installation and small wire sizes making connections. DC voltage registering on the meter should be: 12 VDC System - 9.6 VDC or higher 24 VDC System - 19.2 VDC or higher NOTE: Reconnect actuator leads properly after making this test. 3a. Sensor positioned marginally too far 3a. Check the position of the sensor. away from flywheel teeth giving erratic signal voltage to controller. Engines & Generators 118 BE TROUBLESHOOTING NOTE: AC GENERATOR TROUBLESHOOTING MUST BE PERFORMED WITH THE ENGINE OPERA TIN AT 60 HZ. FAULT PROBABLE CAUSE NO AC VOLTAGE OUTPUT AT NO LOAO. 1. Short or open in the 4. Open in exciter main stator winding. stator winding. 2. Shorted pozi-resistor 5. Open in rotating on exciter rotor. field winding. 3. Four or more shorted or open diodes on exciter rotor. RESIDUAL VOLTAGE PROOUCEO AT 1. Blown 6 AMP fuse 3. Shorted or open main NO LOAO 15 - 20 VOLTS AC. auxiliary circuit feed to AVR. stator auxiliary winding. 2. Faulty voltage regulator 4. AC circuit breaker tripped. LOW AC VOLTAGE OUTPUT AT 1. Reset voltage potentiometer. 3. Open or shorted exciter NO LOAO 60 -100 VAC. rotor winding. 2. Open or shorted diodes in. exciter rotor 1 to 3 diodes. 4. Faulty voltage regulator. HIGH AC OUTPUT VOLTAGE 1. Reset voltage potentiometer. 150 VAC OR HIGHER. 2. Faulty voltage regulator. UNSTABLE VOLTAGE OUTPUT. 1. STB pod on regulator 2. Faulty voltage regulator. (ENGINE SPEED STEADY) needs adjustment. AC VOLTAGE DROP UNDER LOAD 1. Diode(s) on exciter rotor 60 -100 VOLTS AC. breaking down when load is applied (inductive) 1-3 diodes. Engines & Generators 119 GENERATOR MAINTENANCE A CAUTION: Prior to performing any maintenance, make certain that the generatoe is shutdown, switches are off and the unit is at room temperature. CLEANING Use compressed air to clean the exterior of the 3. Remove the seager rings with snap generator. Do not use liquids or water. Do not use ring pliers. compressed air on interior components as this could 4. Remove the bearings with a proper cause short circuits. bearing puller. Rotation Diode Bridge ~COVER 1. Disconnect the five wires of the rotating diode bridge. REAR ~ QeJ--~__--FRONT PANElFRONT COVER 2. Remove the blocking bolt and PANEL-- pulling gently, remove the . · - -SIDE PANELS diode bridge . .....a..IL I '. TERMINAL BOARD~- --~~ AVR /COMPONENT ~~ DIODE BRIDGE '"'' ~....- "M_;:;'~\)~:~ __ "'B "'" ~-~r c _ ~SPACERS REAR OO~ SEAL HUB,._\\L-(lU - ----------DiSC DIODE ---"'1&.--0-- " ~ DIODE BRIDGE -" .~ COUPLING HUB BRIDGE ARMATURE "~ BEARING ROTOR AND FAN REASSEMBLY DISASSEMBLY 1. Heat the bearing with a special magnetic device and using insulated If it becomes necessary to disassemble gloves, assemble the bearings to the stator/rotor assembly, use the following the shaft. text as a guide. 1. Insert a suitable puller (which can be easily made) and remove the exciter. 2. Put the seager rings back into place. Thoroughly clean the shaft and 2. Extract the rotor using a hoist with spread a thin layer of "Permabond" soft ropes of sufficient strength. or similar product over the shaft seat. Carefully remove the rotor and place it on the prepared work area. It may be necessary to remove the front cover to extract the rotor due to the diameter of the fan. SNAP RING 3. Reassemble the exciter carefully, PLIERS making sure the diode connecting cables are turned toward the outside. 4. Install the rotor and completely ROTOR/FAN ASSEMBLY reassemble the generator with all the covers back in place. WESTERBEKE Engines & GeneratDr~ 120 45 BED GENERATOR SPECIFICATIONS GENERAL FUEL SYSTEM Engine Type Diesel, four cylinder, four-cycle, marine engine. Vertical in-line overhead valve, water cooled General Closed system with bleed points. direct injection, 70 hp @1800 rpm and 60 hp @1500 rmp. Fuel No.2 diesel oil (cetane rating of 45 or higher). Aspiration Naturally aspirated. Fuel Injection Pump BOSCH Model A type (In-line). Governor Integral with injection pump. Fuel Injection Timing WBTDC Nozzle Multi-hole Bore & Stroke 4.02 x 4.65 inches (102.0 x 118.0 mm). Fuel Filter Full flow replaceable. Piston Displacernent 262 cubic inches (4.3 liter). (on engine) Firing Order 1 - 3 - 4 - 2. Air cleaner Replaceable paper element. Cylinder Liner Type Dry Air Flow 123 cfm. Direction of Rotation Clockwise, when viewed from the front. (engine combustion) Engine Torque 210 ft-Ib @ 1500 rpm Fuel Consumption 3.5 U.S. gph (13.2 Iph) Corn pression Ratio 17:1 Dirnensions - inches (rnrn) Height: 33.6 inches (855 mm) ELECTRICAL SYSTEM w/out transmission Width: 30.6 inches (778 mm) Starting Battery 12 Volt, (-) negative ground. Length: 62.5 inches (1588 mm) Battery Capacity 750 - 900 Cold Cranking Amps (CCA). Weight (dry) 1585 Ibs (719 kgs). DC Charging Alternator 51 Amp rated, belt-driven. TUNE-UP SPECIFICATIONS Starting Aid Glow plugs. Compression Pressure 441 psi (31 kg/cm') at 200 rpm Starter 12 Volt, 32.9 KW (Limit of difference Not to exceed 28.44 psi (20.0 kg/cm'). DC Cranking Current 400 CCA. Injector Pressure 2133 psi (150 kf/cm'). Valve Seat Angle Intake 45°" LUBRICATION SYSTEM Exhaust 45°. General Gear type/pressure circulation. Valve Clearance Intake and exhaust. Oil Filter Full flow, paper element, spin-on type. (engine cold) 0.016 inches (0.40 mm). Sump Capacity 14.5 U.S. qts (13.8 liters). Engine Speed 50 Hz@ 1500 rpm (not including filter) 60 Hz@ 1800 rpm Operating Oil Pressure 25 - 85 psi. (engine hot) GENERATOR DATA Oil Grade API Specification CG-4, Generator Power @1800 (1500) rpm SAE 30, 10W-30, 15W-40. 45KW (35KW) Design Brushless, four pole, revolving field, EXHAUST SYSTEM power take-off Exhaust Elbow 45° elbow Frequency All units adjustable to 50 or 60 Hertz .. Exhaust Hose Size 4" 1.0. (101.6 mm) hose Phase Three phase. Single phase units available. Power Factor 0.8 ENGINE AIR REQUIREMENTS Wire 12 lead reconnectable Combustion Air 1230 cfm Voltage Regulation standard ± 1% no load to full load. Note: The pressure differential between the outside of the engine compart- Insulation Class "H", as defined by NEMA MGI-!.65 ment versus the inside of the engine compartment should not exceed 2 inches of water (51 mrn) at full open throttle (measure with a manometer). Cooling Direct drive centrifugal blower. Temperature Rise Within NEMA MGI-22.40 definition - full load COOLING SYSTEM Meets "CE" requirements General Fresh water-cooled block, thermostatically- Interference Level controlled with heat exchanger. Voltage Output 60 Hertz 50 Hertz L-L L-N L-L L-N Operating Temperature 170 -190° F (77 - 88° C). Configuration Series Star 480 277 400 230 Fresh Water Pump Centrifugal type, metal impeller, belt-driven. Parallel Star 208 120 230 127 Series Delta 240 120 230 115 Raw Water Pump Positive displacement, rubber impeller, Parallel Delta 130 110 eng ine-d riven. Zig Zag 400 230 330 190 Coolant (Fresh Water) Voltage regulator is adjustable ± 5% System Capacity 17 US qts (16.1 liters). 3 Phase amperage calculation: Amps=Watts/[Voltage x 1.732 x PF.] Engines & Generators 121 55 BED GENERATOR SECTION GENERAL FUEL SYSTEM Engine Type Diesel, four cylinder, four-cycle, turbocharged General Closed system with bleed points. marine engine. Vertical in-line overhead valve, water cooled direct injection, 90 hp @1800 rpm Fuel No.2 diesel oil (cetane rating of 45 or higher). and 80 hp @1500 rpm. Fuel Injection Pump BOSCH Model A type (In-line). Aspiration Turbo charged. Fuel Injection TIming 12° BTDC Govemor Integral with injection pump. Nozzle Multi-hole Bore & Stroke 4.02 x 4.65 inches (102.0 x 118.0 mm). Fuel Filter (on engine) Full flow replaceable. Piston Displacement 202 cubic inches (4.3 liter). Air cleaner Replaceable paper element. Firing Order 1 - 3 - 4 - 2. AirFlow 190 cfm.(6.2 cmm). Direction of Rotation Clockwise, when viewed from the front. (engine combustion) Engine Torque (max.) 280 ft-Ib @1500 rpm. Fuel Consumption 4.8 U.S. gph (18.2 Iph). Compression Ratio 17:1. ELECTRICAL SYSTEM Dimensions - inches (mm) Height: 33.6 inches (855 mm) Starting Battery 12 Volt, (-) negative ground w/out soung guard Width: 30.6 inches (778 mm) Length: 62.5 inches (1588 mm) Battery Capacity 750 - 900 Cold Cranking Amps (CCA) Weight (dry) 16471bs (746 kgs). DC Charging Altemator 51 Amp rated, belt-driven Starting Aid Glow plugs TUNE-UP SPECIFICATIONS Starter 12 Volt, 2.9 KW Compression Pressure 441 psi (31 kg/cm') at 200 rpm DC No-load Current ± 2% of rated amps (Limit of difference Not to exceed 28.44 psi (20.0 kg/cm'). DC Cranking Current 450 amps (engine cold). Injector Pressure 2630 psi (185 kf/cm'). Valve Seat Angle Intake 45° LUBRICATION SYSTEM Exhaust 45° General Gear type/pressure circulation Valve Clearance Intake and exhaust (engine cold) 0.016 inches (0.40 mm). Oil Filter Full flow, paper element, spin-on type. Engine Speed 50 Hz@ 1800 rpm Sump Capacity 14.5 U.S. qts (13.8 liters) 60 hz@ 1800 rpm (not including filter) Operating Oil Pressure 250 - 85 psi GENERATOR DATA (engine hot) Generator Power @1800 (1500) rpm Oil Grade API Specification CG-4, 55KW(45KW) SAE 30, 10W-30, 15W-40 Design Brushless, four pole, revolving field, COOLING SYSTEM power take-off General Fresh water-cooled block, thermostatically- Frequency All units adjustable to 50 or 60 Hertz .. controlled with heat exchanger. Phase Three phase. Single phase units available. Operating Temperature 170 - 190° F (77 - 88° C) Power Factor 0.8 Fresh Water Pump Centrifugal type, metal impeller, belt-driven. Wire 12 lead reconnectable Raw Water Pump Positive displacement, rubber impeller, Voltage Regulation Standard ± 1% no load to full load. engine-driven. Insulation Class "H", as defined by NEMA MGI-!.65 Coolant (Fresh Water) System Capacity 17 US qts (16.1 liters) Cooling Direct drive centrifugal blower. Temperature Rise Within NEMA MGI-22.40 defination - full load EXHAUST SYSTEM Interference Level Meets "CE" requirements Exhaust Elbow 45° elbow VDltage Output 60 Hertz 50 Hertz Exhaust Hose Size 4" 1.0. (101.6 mm) hose Configuration L-L L-N L-L L-N Series Star 480 277 400 230 ENGINE AIR REQUIREMENTS Parallel Star 208 120 230 127 Series Delta 240 120 230 115 Combustion Air 160 cfm Parallel Delta 130 110 Zig Zag Note: The pressure differential between the outside of the engine compart- 400 230 330 190 ment versus the inside of the engine compartment should not exceed 2 Voltage regulator is adjustable ± 5% inches of water (51 mm) at full open throttle (measure with a manometer). 3 Phase amperage calculation: Amps=Watts/[Voltage x 1.732 x PJ.] Engines & Generators 122 65 BED GENERATOR SPECIFICATIONS GENERAL FUEL SYSTEM Engine Type Diesel, six cylinder, four-cycle, Vertical in-line, General Closed system with bleed points. overhead valve, fresh water cooled direct injection, marine engine. 100 hp @1800 rpm Fuel No.2 diesel oil (cetane rating of 45 or higher). and 85 hp @1500 rpm. Fuel Injection Pump BOSCH Model A type (In-line). Aspiration Naturally aspirated. Fuel Injection Timing WBTDC Governor Integral with injection pump. Nozzle Multi-hole Bore & Stroke 4.13 x 4.92 inches (105.0 x 125.0 mm) Fuel Filter (on engine) Full flow replaceable. Piston Displacement 396 cubic inches (6.5 liter) Air cleaner Replaceable paper element. Firing Order 1-5-3-6-2-4 Air Flow 170 cfm.(6.2 cmm). Cylinder Liner Type Dry (engine combustion) Direction of Rotation Clockwise, when viewed from the front. Fuel Consumption 4.9 U.S. gph (18.5 Iph). Engine Torque 313 ft-Ib @1500 rpm. ELECTRICAL SYSTEM Compression Ratio 17:1 Starting Battery 12 Volt, (-) negative ground Dimensions - inches (mm) Height: 34.2 inches (868 mm) Battery Capacity 750 - 900 Cold Cranking Amps (CCA) w/out transmission Width: 30.6 inches (778 mm) Length: 74.9 inches (1903 mm) DC Charging Alternator 51 Am prated, belt -d riven Weight (dry) 19371bs (878 kgs). Starting Aid Glow plugs Starter 12 Volt, 2.9 KW actuated shift. TUNE-UP SPECIFICATIONS DC No-load Current ± 2% of rated amps Compression Pressure 441 psi (31 kg/em') at 200 rpm DC Cranking Current 450 CCA (Limit of difference Not to exceed 28.44 psi (20.0 kg/cm'). Injector Pressure 2631 psi (185 kf/cm'). LUBRICATION SYSTEM Valve Seat Angle Intake 45° General Gear type/pressure circulation Exhaust 45° Valve Clearance Oil Filter Full flow, paper element, spin-on type. Intake and exhaust (engine cold) 0.016 inches (0.40 mm) Sump Capacity 14.5 U.S. qts (13.8 liters) Engine Speed (not including filter) 50 Hz@ 1500 rpm 60 Hz @1800 rpm Operating Oil Pressure 28 - 85 psi (engine hot) GENERATOR DATA Oil Grade API Specification CG-4, SAE 30, lOW-3D, 15W-40 Generator Power @1800 (1500) rpm 65KW(55KW) Design Brushless, four pole, revolving field, COOLING SYSTEM power take-off General Fresh water-cooled block, thermostatically- Frequency controlled with heat exchanger. All units adjustable to 50 or 60 Hertz.. Operating Temperature 170 - 190° F (77 - 88° C) Phase Three phase. Single phase units available. Fresh Water Pump Centrifugal type, metal impeller, belt-driven. Power Factor 0.8 Raw Water Pump Positive displacement, rubber impeller, Wire 12 lead reconnectable engine-driven. Voltage Regulation Standard ± 1% no load to full load. Coolant (Fresh Water) Insulation Class "H", as defined by NEMA MGI-!.65 System Capacity 25 US qts (23.7 liters) Cooling Direct drive centrifugal blower. EXHAUST SYSTEM Temperature Rise Within NEMA MGI-22.40 defination - full load Exhaust Elbow 45° elbow Interference Level Meets "CE" requirements Exhaust Hose Size 4" I.D. (101.6 mm) hose Voltage Output 60 Hertz 50 Hertz Configuration L-L L-N L-L L-N Series Star 480 277 400 230 ENGINE AIR REQUIREMENTS Parallel Star 208 120 230 127 Combustion Air 170 cfm Series Delta 240 120 230 115 Parallel Delta 130 110 Note: The pressure differential between the outside of the engine compart- Zig Zag 400 230 330 190 ment versus the inside of the engine compartment should not exceed 2 Voltage regulator is adjustable ± 5% inches of water (51 mm) at full open throttle (measure with a manometer) 3 Phase amperage calculation: Amps=Watts/[Voltage x 1.732 x P.F.] Engines & Generators 123 95 BED GENERATOR SPECIFICATIONS GENERAL FUEL SYSTEM Engine Type Diesel, six cylinder, four-cycle, turbocharged General Closed system with bleed points. marine engine. Vertical in-line overhead valve, fresh water cooled direct injection,145 hp Fuel No.2 diesel oil (cetane rating of 45 or higher). @.1800 and 125 hp @1500 rpm. Fuel Injection Pump BOSCH Model A type (In-line). Aspiration Turbocharged. Fuel Injection Timing 12° BTDC Governor Integral with injection pump. Noule Multi-hole Bore & Stroke 4.13 x 4.92 inches (105.0 x 125.0 mm) Fuel Filter Full flow replaceable. Piston Displacement 396 cubic inches (6.5 liter) (on engine) Cylinder Liner Type Dry Air cleaner Replaceable paper element. Firing Order 1-5-3-6-2-4 AirFlow 240 cfm (6.2 cmm) (engine combustion) Direction of Rotation Clockwise, when viewed from the front. Fuel Consumption 7.2 U.S. gph (27.3 Iph). Engine Torque (max.) 423 ft-Ib @1800 rpm. Compression Ratio 17:1 ELECTRICAL SYSTEM Dimensions - inches (mm) Height: 34.2 inches (867 mm) Starting Battery 12 Volt, H negative ground w/out transmission Width: 30.6 inches (778 mm) Battery Capacity 750 - 900 Cold Cranking Amps (CCA) Length: 75.0 inches (1903 mm) DC Charging Alternator 51 Amp rated, belt-driven Weight (dry) 2100 Ibs (952 kgs). Starting Aid Glow plugs TUNE-UP SPECIFICATIONS Starter 12 Volt, 2.9 KWactuated shift. Compression Pressure 441 psi (31 kg/cm') at 200 rpm DC No-load Current ± 2% of rated amps (Limit of difference Not to exceed 28.44 psi (20.0 kg/cm') DC Cranking Current 450 CCA Injector Pressure 2631 psi (185 kf/cm'). Valve Seat Angle Intake 45° COOLING SYSTEM Exhaust 45° General Fresh water-cooled block, thermostatically- Valve Clearance Intake and exhaust controlled with heat exchanger. (engine cold) 0.016 inches (0.40 mm) Operating Temperature 170 - 190° F (77 - 88° C) Engine Speed 50 Hz @1500 rpm Fresh Water Pump Centrifugal type, metal impeller, belt-driven. 60 Hz@ 1800 rpm Raw Water Pump Positive displacement, rubber impeller, engine-d riven. GENERATOR DATA Coolant (Fresh Water) Generator Power @1800 (1500) rpm System Capacity 25 US qts (23,71 liters) 95KW (80KW) Design Brushless, four pole, revolving field, EXHAUST SYSTEM power take-off Exhaust Elbow 45° elbow Frequency All units adjustable to 50 or 60 Hertz.. Exhaust Hose Size 4" I.D. (101.6 mm) hose Phase Three phase. Single phase units available. Power Factor 0.8 LUBRICATION SYSTEM 12 lead reconnectable General Gear type/pressure circulation Wire Oil Filter Full flow, paper element, spin-on type. Voltage Regulation Standard ± 1% no load to full load. Class "H", as defined by NEMA MGI-!.65 Sump Capacity 22.0 U.S. qts (20.8 liters) Insulation (not including filter) Cooling Direct drive centrifugal blower. Operating Oil Pressure 25 - 85 psi (3.5 - 4.2 kg/cm') Temperature Rise Within NEMA MGI-22.40 defination - full load (engine hot) Interference Level Meets "CE" requirements Oil Grade API Specificationr CG-4, SAE 30, 10W-30, 15W-40 Voltage Output 60 Hertz 50 Hertz Configuration L-L L-N L-L L-N Series Star 480 277 400 230 ENGINE AIR REQUIREMENTS Parallel Star 208 120 230 127 Combustion Air 190 cfm Series Delta 240 120 230 115 Parallel Delta 130 110 Engine Cooling 200 cfm Zig Zag 400 230 330 190 Note: The pressure differential between the outside of the engine compart- Voltage regulator is adjustable ± 5% ment versus the inside of the engine compartment should not exceed 2 inches of water (51 mm) at full open throttle (measure with a manometer). 3 Phase amperage calculation: Amps=Watts/[Voltage x 1.732 x PJ.] Engines & Generators 124 80N4 SPECIFICATIONS GENERAL FUEL SYSTEM Engine Type Diesel, four cylinder, four-cycle, marine engine. General Closed system with bleed points. Vertical in-line overhead valve, water cooled direct injection, 80 hp @ 2500 rpm. Fuel No.2 diesel oil (cetane rating 0145 or higher). Aspiration Naturally aspirated. Fuel Injection Pump BOSCH Model A type (In-line). Govemor Integral with injection pump. Fuel Injection Timing WBmC Bore & Stroke Noule Multi-hole 4.02 x 4.65 inches (102.0 x 118.0 mm). Fuel Filter Full flow replaceable. Piston Displacement 262 cubic inches (4.3 liter). (on engine) Firing Order 1 - 3 - 4 - 2. Air cleaner Replaceable paper element. Direction of Rotation Clockwise, when viewed from the front. Air Flow 150 clm. Engine Torque 210 fHb @ 1500 rpm. (engine combustion) Compression Ratio 17:1 Fuel Consumption 4.7 U.S. gph (17.8Iph). Dimensions - inches (mm) Height: 32.0 inches (813 mm) w/out transmission Width: 25.2 inches (645 mm) ELECTRICAL SYSTEM Length: 47.2 inches (1168 mm) Starting Battery 12 Volt, H negative ground. Weight (dry) 971 Ibs (440.8 kgs). Battery Capacity 750 - 900 Cold Cranking Amps (CCA). TUNE-UP SPECIFICATIONS DC Charging Altemator 51 Amp rated, belt-driven. Starting Aid Glow plugs. Compression Pressure 441 psi (31 kg/cm') at 200 rpm (Limit of difference Not to exceed 28.44 psi (20.0 kg/cm'). Starter 12 Volt, 3 KW. Injector Pressure 2133 psi (150 kf/cm'). DC No-load Cu rrent ± 2% 01 rated amps. Valve Seat Angle Intake 45°" DC Cranking Current 400 CCA. Exhaust 45°. Valve Clearance Intake and exhaust. LUBRICATION SYSTEM (engine cold) 0.016 inches (0.40 mm). General Gear type/pressure circulation. Engine Speed Idle: 600 - 900 rpm. Cruise: 1800 - 2200 rpm. Oil Filter Full flow, paper element, spin-on type. Max: 2400 -2500 rpm. Sump Capacity 14.5 U.S. qts (13.8 liters). (not including filter) COOLING SYSTEM Operating Oil Pressure 25 - 85 psi. General Fresh water-cooled block, therrnostatically- (engine hot) controlled with heat exchanger. Oil Grade API Specification CF or CG-4, Operating Temperature 170 -190° F (77 - 88 C). 0 SAE 30, 10W-30, 15W-40. Fresh Water Pump Centrifugal type, metal impeller, belt-driven. TRANSMISSION Raw Water Pump Positive displacement, rubber impeller, engine-driven. General (HURTH Standard Transmission) Case-hardened helical gears, hydraulically operated multiple disc Coolant (Fresh Water) clutch. System Capacity 17 US qts (16.1 liters). Gear Ratio (Standard) 2:00:1 (Hurth 45A) or (Hurth 63A) EXHAUST SYSTEM Propeller Shaft Right handed-standard transmission. Exhaust Elbow 45 0 elbow Propeller Recommendations 22x16 P-2 blade or 22x14 P-3 blade (using standard propeller should allow the engine to reach its full Exhaust Hose Size 4" I.D. (101.6 mm) hose transmission) rated rpm (2500 + 000 -100) at full open throttle while underway in forward gear. ENGINE AIR REQUIREMENTS Lubricating Fluid Dextran III Combustion Air 150 cfm Transmission Sump Capacity Hurth 45 2.13 US qts (2.0 liters) approximate. Note: The pressure differential between the outside of the engine compart- ment versus the inside of the engine compartment should not exceed 2 inches 01 water (51 mm) at full open throttle (measure with a manometer). Engines & Generators 125 11 OT4 SPECIFICATIONS GENERAL FUEL SYSTEM Engine Type Diesel, four cylinder, four-cycle, turbocharged General Closed system with bleed points. marine engine. Vertical in-line overhead valve, water cooled direct injection, 110 hp @ 2400 Fuel No.2 diesel oil (cetane rating of 45 or higher). rpm. Fuel Injection Pump BOSCH Model A type (In-line). Aspiration Turbo charged. Fuel Injection Timing 12 0 BTDC. Governor Integral with injection pump. Nozzle Multi-hole. Bore & Stroke 4.02 x 4.65 inches (102.0 x 118.0 mm). Fuel Filter Full flow replaceable. Piston Displacement (on engine) 202 cubic inches (4.3 liter). Firing Order Air cleaner Replaceable paper element. 1 - 3 - 4 - 2. Direction of Rotation Clockwise, when viewed from the front. AirFlow 230 cfm. (engine combustion) Engine Torque (max.) 280 ft-Ib @ 1500 rpm. Fuel Consumption 6.1 U.S. gph (23.1Iph). Compression Ratio 17:1. Dimensions - inches (mm) Height: 32.0 inches (813 mm) ELECTRICAL SYSTEM w/out transmission Width: 28.3 inches (719mm) Starting Battery 12 Volt, (-) negative ground Length: 47.2 inches (1168 mm) Battery Capacity 750 - 900 Cold Cranking Amps (CCA) Weight (dry) 987 Ibs (448.0 kgs). DC Charging Altemator 51 Amp rated, belt-driven TUNE-UP SPECIFICATIONS Starting Aid Glow plugs Compression Pressure 441 psi (31 kg/cm') at 200 rpm Starter 12 Volt, 3 I
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