Westerbeke 6.5 SBCG-60HZ User manual

.. .
· SERVICE·MANUAL
. . -
. MARINE GASOLINE GENERATORS
. .. . .
. ~ 6.5 SBCG·&OHZ 5.4 .. SBCG·50HZ.
,. 5.0 SBCG•&OHZ 4.2 SBCG-50HZ ..
. .· '
· . Single .··

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.
A WARNING
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
•Nausea
•Headache
• Weakness and Sleepiness
• Throbbing in Temples
• Muscular Twitching
• Vomiting
•Inability to Think Coherently
IF YOU OR ANYONE ELSE EXPERIENCE ANY OF THESE SYMPTOMS,
GET OUT INTO THE FRESH AIR IMMEDIATELY. If symptoms persist,
:;eek medical attention. Shut down the unit and do not restart
until it has been inspected and repaired.
A WARNING DECAL is provided by WESTERBEKE and
· should be fixed to a bulkhead near your engine or
generator.
WESTERBEKE also recommends installing CARBON
MONOXIDE DETECTORS in the living/sleeping
quarters of your vessel. They are inexpensive and
easily obtainable at your local marine store.

Gasoline with an ETHANOL content·
higher than 10°/o (E10) is not allowed
and may void warranty.
~,~ rWESTERBEKE™
~ Engines & Generators

THIS PAGE INTENSIONALLY LEFT BLANK

SAFETY INSTRUCTIONS
·INTRODUCTION
Readthis safety manual carefully. Most accidents are
caused by failure to follow fundamental rules and
precautions. Know when dangerous conditions exist and
take the necessary precautions to protect yourself, your
personne4 andyour machinery.
The foUowing safety instructions are in compliance with
the American Boat and Yacht Council (ABYC) standards.
!PREVENT ELECTRIC SHOCK
A WARNING: Do not touch AC electrical connections
while engine Is running, or when connected to shore
power. Lethal voltage Is present at these connections!
11 Do not operate this machinery without electrical
enclosures
and covers in place.
11 Shut offelectrical power before accessing electrical
equipment.
Ill Use insulated mats whenever working on electrical
equipment.
II Make sure your clothing and skin are dry, not damp
(particularly shoes) when handling electrical equipment.
II Remove wristwatch and all jewelry when working on
electrical equipment.
PREVENT BURNS - HOT ENGINE
A WARNING: Do not touch hot engine parts or
exhaust system components. A running engine gets very
hot/
1111 Monitor engine antifreeze coolant level at the plastic
coolant recovery tank and periodically
at the filler cap
location on the waterjacketed exhaust manifold, but only
when the engine is COLD.
A WARNING: Steam can cause Injury or death/
II In case of an engine overheat, allow the engine to cool
before touching
the engine or checking the coolant.
PREVENT BURNS - FIRE
A WARNING: Fire can cause injury or death!
II Prevent flash fires. Do not smoke orpennit flames or
sparks to occur near the carburetor, fuel line, filter, fuel
pump, or other potential sources ofspilled fuel or fuel
vapors. Use a suitable container to catch all fuel when
removing the fuel line, carburetor, or fuel filters.
II Do not operate with the air cleaner/silencer removed.
Backfire can cause severe injury or death.
II Do not smoke or pennit flames or sparks to occur near
the
fuel system. Keep the compartment and the
engine/generator clean and free ofdebris to minimize the
chances
of fire. Wipe up all spilled fuel and engine oil.
11 Be aware- diesel fuel will bum.
PREVENT BURNS - EXPLOSION
A WARNING: Explosions from fuel vapors can cause
Injury or death!
II Follow re-fueling safety instructions. Keep the vessel's
hatches closed when fueling. Open and ventilate cabin
after fueling. Check below for fumes/vapor before
running the
blower. Run the blower for four minutes
before starting your engine.
11 All fuel vapors are highly explosive. Use extreme care
when handling and storing fuels. Store fuel in a well-
ventilated area away from spark-producing equipment
and out ofthe reach ofchildren.
1111 Do not fill the fuel tank(s) while the engine is running.
1111 Shut off the fuel service valve at the engine when servicing
the fuel system. Take care incatching any fuel that might
spill. DO NOT allow any smoking, open flames, or other
sources of fire near the fuel system or engine when
servicing. Ensure proper ventilation exists when servicing
the fuel system.
11 Do not alter or modify the fuel system.
II Be sure all fuel supplies have a positive shutoff valve.
II Be certain fuel line fittings are adequately tightened and
free ofleaks.
II Make sure a fire extinguisher is installed nearby and is
properly maintained. Be familiar with its proper use.
Extinguishers rated ABC by the NFPA are appropriate
for all applications encountered in this
environment.

SAFETY INSTRUCTIONS
ACCIDENTAL STARTING
A WARNING: Accidental starting can cause Injury
or death!
11 Thm OFF the DC breaker on the control panel or tum the
unit's battery selector switch to OFF before servicing the.
engine.
• Make certain all personnel are clear of the engine before
starting.
• Make certain all covers, guards, and hatches are
re-installed before starting the engine.
BATTERY EXPLOSION
A WARNING: Battery explosion can cause injury
or death!
• Do not smoke or allow an open flame near the battery
being serviced. Lead acid batteries ~mi~ hydrogen, ~
highly explosive gas, which can be 1gmted by elec1?cal
arcing or by lit tobacco products. Shut o~ all el~tncal
equipment in the vicinity to prevent electrical arcmg
during servicing.
• Never connect the negative(-) battery cable to the
positive (+) connection terminal of the s~er solenoi~.
Do not test the battery condition by shorting the termmals
together. Sparks could ignite batt~l!' gases o~ fuel vapors.
Ventilate any compartment contammg battenes to prevent
accumulation of explosive gases. To avoid sparks, do not
disturb the battery charger connections while the battery
is being charged.
11 Avoid contacting the terminals with tools, etc., to prevent
bums or sparks that could cause an explosion. Remo~e
wristwatch, rings, and any otherjewelry before handling
the battery.
• Always tum the battery charger off before disconnecting
the battery connections. Remove the negative lead first
and reconnect it last when servicing the battery.
BATTERY ACID
A WARNING: Sulfuric acid in batteries can cause
severe Injury or death!
• When servicing the battery or checking the electrolyte
level, wear rubber gloves, a rubber apron, and eye
protection. Batteries contain sulfuric acid which is
destructive. If it comes in contact with your skin, wash
it off at once with water. Acid may splash on the skin or
into the eyes inadvertently when removing electrolyte
caps.
TOXIC EXHAUST GASES
A WARNING: Carbon monoxide (CO) Is a deadly gas!
11 Ensure that the exhaust system is adequate to expel gases
discharged from the engine. Check the exhaust system
regularly for
leaks and make sure the exhaust manifold/
water-injected elbow is securely attached.
• Be sure the unit and its surroundings are well ventilated.
Run blowers when running the ge[lerator set or engine.
• Do not run the generator set or engine unless the boat is
equipped with a functioning marine carbon monoxide
detector that complies with ABYC A-24. Consult your
boat builder or dealer for installation of approved
detectors.
11 For additional information, refer to ABYC TII-22
(educational information
on Carbon Monoxide).
A WARNING: Carbon monoxide (CO) is an invisible
odorless gas. Inhalation produces Ru·llke symptoms,
nausea or death!
• Do not use copper tubing in diesel exhaust systems.
Diesel fumes can rapidly destroy copper tubing in exhaust
systems. Exhaust sulfur causes rapid deterioration of
copper tubing resulting
in exhaust/water leakage.
• Do not install exhaust outlet where exhaust can be drawn
through portholes, vents, or air conditioners. If the engine
exhaust discharge outlet is near the waterline, water could
enter the exhaust discharge outlet lQld close or restrict the
flow of exhaust. Avoid overloading the craft.
• Although diesel engine exhaust gases are not as toxic as
exhaust fumes from gasoline engines, carbon monoxide
gas is present in diesel exhaust fumes. Some of the
symptoms or signs ofcarbon monoxide inhalation or
poisoning are:
Vomiting
Dizziness
Headache
Inability
to think coherently
Throbbing in temples
Muscular twitching
Nausea
Weakness and sleepiness
AVOID MOVING PARTS
A WARNING: Rotating parts can cause Injury
or death!
11 Do not service the engine while it is running. If a
situation arises in
which it is absolutely necessary to
make operating adjustments, use extreme care to avoid
touching moving parts and hot exhaust system
components.
Engines & Generators
ii

SAFETY INSTRUCTIONS
II Do not wear loose clothing orjewelry when servicing
equipment; tie back long hair and avoid wearing lo'ose
jackets, shirts, sleeves, rings, necklaces or bracelets that
could be caught in moving parts.
II Make sure all attaching hardware is properly tightened.
Keep protective shields and guards in their respective
places at all times.
m Do not check fluid levels or the drive belt's tension while
the engine is operating.
1111 Do not allow·any swimming or activity around or near
the exhaust discharge opening for the generator while the
generator is operating. Carbon Monoxide poisoning or
death can occur.
HQAQQOQS NOISE .
,A,,WIRNING: High. noise levels can cause hearing
lt(isl
II Never operate an engine without its muffler installed.
ID Do not run the engine with the air intake (silencer) or
flame arrester removed.
II Do not run engin~s for long periodswith their enclosures
open (when installed).
A WARNING: Do not work on machinery when you are
mentally or phf5ically incapacitated by fatigue!
OPERATORS MANUAL
Many of the preceding safety tips and warnings are repeated
in your Operators Manual along with other cautions and
notes to highlight critical information. Read yorii- manual
carefully, maintain your equipment, andfollow all safety
procedures. ·
GASOLINE ENGINE AND GENERATOR INSTALLATIONS
Preparations to install a gasoline engine or generator should
begin with a thorough examination ofthe American Boat and
Yacht Council's (ABYC) standards. These stlindards are from
a combination of sources lnc~uding the USCG and the NFPA.
Sections of the AB YC standards ofparticular interest ar~:
H-2 Ventilatior). for Boats using Gasoline
· H-24 Gasoline Fuel' Systems
P-1 Installation of Exhaust Systems
for Propulsion and Auxiliary Engines
P-4 Marine Inboard Engines and Transmissions
E.UA.C and DC Electrical Systems on Boats
All installations must comply with the Federal Code of
Regulations (FCR).
www.abycinc.org
...
Ill
ABYC, NFPA AND USCG PUBLICATIONS FOR
INSTALLING ENGINES AND GENERATORS
Read the following ABYC, NFPA and USCG publications
for safety codes and standards. Follow their recommenda-
tions-when installing your engine.
ABYC(American Boat and Yacht Council)
"Standards and Technical Information Reports for Small
Craft"
Order from:
ABYC
613 Third Street, Suite 10
AJUiapolis, MD 21403
www.abycinc.org
NFPA -No.302 (National Fire Protection Association)
"Pleasure and Commercial Motor Craft" .
Order
from:
National Fire Protection Association
Battery March Park
Quincy, MA02269
USCG.(Untted States Coast Guard)
"regtllatedions are i.uider titles CFR33 and CFR46 of the
Code ofRegulations"
Order
from:
U.S. Government Printing Office
Washington, D.C. 20404

INSTALLATION
When installing WESTERBEKE engines and generators it is important that strict
attention
be paid to the following infonnation: ·
CODES AND REGULATIONS
Strict federal reguiations, ABYC guidelines, and safety cod~ must be complied with
when installing engines and generators in a marine environment·
SIPHON·BREAK
For installations where the exhaust manifold/water injected exhaust elbow is close to
or willbe below the vessel's waterline, provisions must be made toiristal.l a siphon-
break in the raw water supply hose to the exhaust elbow. This hose must be looped a
minimum of
20" above the vessel's waterline. Failure to use a siphon-break when
the exhaust manifold injection port is at or below the load waterline wiU result in
raw water damage to the engine andpossibleflooding of the boat.
If you have any doubt about the position of the water-injected exhaust elbow relative
to the vessel's waterline under the vessel's various operating conditions, instaU a
siphon-break.
NOTE: A siphon-break requires periodic inspection and cleaning to ensure proper
operation. Failure to properly maintain a siplwn-break can result in catastrophic
engine damage.· Con8ult the siphon~break manufacturer for proper maintenance.
EXHAUST SYSTEM
AVAILABLE FROM
YOUR WESTERBEKE
DEALER
SIPHON-BREAK WITH STAINLESS
Loop·
The exhaustsystem's hose MUST be certified for marine use. Corrugated Marine
Exhaust
Hose is recommended. The use of this type of hose allows for extreme bends
and turns without the need ofadditional fitting and clamps to accomplish these bends
and turns. In this regard, a single length of corrugated exhaust hose can be used. The
system MUSTbe
designed to prevent the entry ofwatednto the exhaust system
under
any sea conditions and at any angle of vessels heel.
A detailed Marine Installation Manual covering gasoline and diesel, ·
engines and generators, is supplied with each unit. A pdf is available
to download from our website at www.westerbeke.com.
Engines & Generators
iv

CARBON MONOXIDE "CO"/ L~W·CO GENERATORS
IMPORTANT INFORMATION
DESCRIPTION
Carbon monoxide "CO" is acomponent of engine exhaust. It
is a colorless, tasteless, odorless, lighter .than airpoisonous
gas that can kill you without any warning. CO poisoning is
one of the major safety risks associated with bo!lting. It is a
threat that must not be underestimated.
Several standards for CO have been published, expressed in
parts per million "pp~" and hours of exposure:
Regulator
co ppm
Exp~re Hours·
EPA
9 . 8
ACGm
25
8
EPA
35 1
NIOSH
35
8
OSHA 50 8
ACGm
125 0.5
NIOSH 200
0.0
NIOSH 1200 0.0
(IDLH)
1200 ppm Is the so-called IDLH conce~tratlon •
IMMEDIATELY DANGEROUS TO LIFE AND HEALTH.
A city inCalifornia characterizes the effect of CO
concentration this way:
Parts per Million Responses
25 Permissibleexposurelevel,
no
apparent toxicsymptoms.
100
No poisoning for longperiod.
Allowable for severalhours.
200 Should not be exposed above
this level for any ~riod of
time.A possible mild fJ.'ontaJ.
headache in two to three hours.
Even though Westerbeke generators are designed to ·
reduce normal levels ofcoin the engine- exhaust by approx-
imately 99%, an exhaust leak of untreated exhaust would be
extremely dangerous. For this reason it is extremely impor-
tant to install a CO detector ne~ the generator and to be sure
it is always turned on and functioning properly. If this detec-
tor sounds, do not turn it off, assuming it' is a false signal.
You can not taste. smell, or otherwise detect CO. Leave the
detector on, tum off all engines and generators, evacuate the
boat leaving ports and hatches open, and seek professional
help. ·
As soon as CO leaves the exhaustoutlet, the level is subject
to dilution in the open air. The closer a person is to the
exhaust outlet, the. higher the concentration of CO.
In a clo~ space, such as the engine compartment
orunderneath a stem swim platform, concentrations will
potentially rise to the undiluted level emanating from the
exhaust system due to a lack of fresh air to dilute the exhaust
gas. Therefore, one should never rely on dilution of the
~aust to provide a margin of safety.
Wesmrbek~ generators achieve reduction of CO .
by precise cOntrol contrOl of the engine's air/fuel ration
coupled with after ~tment in a special catalyst CO
emissions are notthe same for every model because each
engine is different Also, certa,in fuel system components are
commonized across several engine models being adequate
for some and extra-adequate for others, thus producing
different CO levels for different models.
The fuel system which accomplishes the
required precise
air/fuel'ratio control is comprised of many different
components: purchased sub-assemblies, machined castings,
sensors, electronics and others: Because of the extreme· level
ofCO reduction, any variability in the functioning of any
these components can and will cause variability of the CO
output.
CO concentration also varies with load. Usually, but not
always, the worst case CO concentration occurs at maximum
load.
j...,..,.JWESTERSEKE
(Engines & Generators
y·

CARBON MONOXIDE "CO"/ LOW-CO GENERATORS
IMPORTANT INFORMATION
Catalyst performance will degrade over time. As the
generator accumulates operating hours,
CO concentrations
will increase.
The catalyst must be replaced every 2,000
hours of engine operation.
Verification of satisfactory CO levels must be done
seasonally or each 500 hours (which ever occurs first).
Verification involves actual sampling
of exhaust gas with an
appropriate
CO analyzer.
There are two locations where exhaust gas can be sampled.
Dry, but hot, exhaust gas can be sampled at the 1/8NPT
plugged opening on the top
of the water injected exhaust
elbow's cast. Measurements at this location may not be prac-
tical in all instances due to the high exhaust temperature,
temperature limits
of the analyzer, safety concerns over
temperatures involved
or the possibility of high levels of CO.
The other location is the boat's exhaust outlet, which
contains entrained cooling water (except dry stack exhaust
systems). Only analyzers with probes should be used at this
location and it is critical that the probe not ingest water.
Probe-type analyzers have an air pump drawing a gas sample
through the probe. As a result, they tend to ingest water when
it is present.
Be sure to aim the probe downwards with the
opening pointed in the direction
of the water flow and just
out
of the flow. Position the analyzer as high as possible with
the tubing leading to the probe running continuously down-
hill. Observe the usually translucent tubing between the
probe and the analyzer and be sure no water is being
ingested.
If any water is ingested into the analyzer, it must be
repaired
or replaced and recalibrated.
When measuring
CO at the exhaust outlet be aware of the
ambient
CO level by also measuring CO away from and
upwind
of the exhaust outlet, especially in marinas. the CO
level at the exhaust will be influenced upwards by the
ambient level.
For changing the exhaust catalyst and measuring the
exhaust back pressure, refer to the Table of Contents.
Whenever taking the time to verify proper
CO levels from the
exhaust with a
CO analyzer, always take theopportunity to
use the analyzer to
"sniff' around the engine looking for CO
from exhaust leaks. Pay close attention to the connection of
the cylinder block to the sump plate, the sump plated to the
water injected exhaust elbow casting and all subsequent
downstream exhaust components and hoses and connection
points. Remember, exhaust gas that has not yet passed
through the catalyst is raw exhaust, untreated exhaust gas and
is very high in
CO content.
Analyzers usually require periodic calibration. Follow the
instructions that come with the analyzer very carefully
regarding calibration.
The following are manufacturers that offer
CO analyzers:
Extech, TIF, Testo, TSI, Bacharach, Fluke, Monoxor, Fyrite,
Zellwgwer Analytics, Industrial Scientific Corp, GFG, TPI,
Teledyne and others. Westerbeke recommends analyzers with
a probe connected,to the analyzer
by a length of transparent
tubing. They are slightly more expensive than those with the
sensor built into one end
of the analyzer, but they allow you
to sample the exhaust coming out
of the boat's exhaust outlet.
ADJUSTABLE
CLAMP
INSTALI,.ING A NEW
CATALYST
POSITION THE CLAMP OVER
THE TWO FLANGES (AND GASKET)
AND TIGHTEN
SECURELY
Engines &Generators
Vi

EMISSIONS
This genset meets the requirements of California's Exhaust
Emissions Standards as stated on the nameplate.
You should carefully review operator (Owner) Installation
and other manuals and information you receive with your
genset.
If you are unsure that the installation, use,
maintenance or service
of your genset is authorized, you
should seek assistance from an approved WESTERBEKE
dealer.
California users
of this genset should be aware that
unauthorized modifications or replacement
of fuel, exhaust,
air intake, or speed control system components that affect
engine emissions are prohibited. Unauthorized modification,
removal orreplacement
of the engine label is prohibited. California genset users may use the table below as an aid in
locating information related to the CaliforniaAir Resources
Board requirements for emissions control.
Federal Emissions Compliance Period: The Federal
Emissions Compliance Period referred
to on the nameplate
indicates the number
of operating hours for which the engine
has been shown to meet Federal Emissions requirements.
Catagory C= 250 hrs, B=500 hrs,m A
=lOOO.hrs.
EMISSIONS CONTROL INFORMATION TABLE
The California emissions control warranty statement is located in the same
Emissions
Warranty Information
packet, if information as this manual when the genset is shipped from the
factory.
Engine
Fuel Requirements The engine is certified to operate on unleaded gasoline. See FUEL
RECOMMENDATIONS.
Engine Valve Adjustment
See MAINTENANCE SCHEDULE.
Engine Ignition Timing See MAINTENANCE SCHEDULE.
Engine Lubricating Oil Requirements See ENGINE OIL RECOMMENDATIONS.
Engine Adjustments
ECU.
Engine Emission Contol System The engine emission control system consists
of engine design and precision
manufacture.
Catalyst See MAINTENANCE SCHEDULE.
Oxygen Sensor See MAINTENANCE SCHEDULE.
Back Pressure
See MAINTENANCE SCHEDULE.
Engines & Generators
Vii

TABLE OF CONTENTS
ENGINE TESTING
TESTING FOR OVERHAUL. ...................................... 2
Serial Number ......................................................2
ENGINE TROUBLESHOOTING .................................. 3
ON-BOARD SOFTWARE DIAGNOSTICS ................ 3-8
Instructions for using PC Interface Software
to test System Components
ENGINE ADJUSTMENTS AND TESTING
Compression Test .................................................9
Cylinder Head Bolt Sequence..............................9
Drive BeltAdjustments......................................10
Oil Pressure ........................................................10
Spark Plugs.........................................................10
Ignition Wires.....................................................10
Valve Clearance.................................................. 11
Measuring Exhaust Back Pressure..................... 11
Ignition Timing................................................... 11
Ignition Coi1 .......................................................12
Testing the Igniter ..............................................12
Testing/Adjusting Pick-Up Coil.........................12
BLEEDING THE FUEL SYSTEM .................................. 13
Wiring Diagram........................................................14
Relay Control Board..............................................
15
Control Circuit (Panels).........................................16
Electronic Control (ECU)...................................... 17
Fuel Injection......................................................... 18
-Throttle Body ........................................................ 18
ELECTRONIC COMPONENT TESTING ........................ 19
Map Sensor............................................................
19
Stepper Motor.................................;......................20
Fuel lnjector/Pressure............................................20
Shutdown Switches ............................................... 21
Pick-Up Coil (MPU) .............................................22
Fuel Pump..............................................................22
Oxygen Sensors.....................................................23
Air Coolant, Heater Sensors.................................24
Ba;tery Charging Circuit .......................................25
ELECTRICAL TESTING VALUES (Chart) ......................26
ENGINE DISASSEMBLY, INSPECTION
AND ASSEMBLY
DESCRIPTION ........................................................ 27
GENERAL INFORMATION ....................................... 28
TIMING BELT DISASSEMBLY
INSPECTION AND REPLACEMENT ............... 29-32
This procedure may be performed
with the generator in the boat
LOW CO. Components ......................................33
Oil Gallery, Distributor,
The.rmostat, Raw Water Pump ...........................35
Cylinder
HeadNalves .........................................36
Cylinder Head/Rocker Cover.............................39
Camshaft/Rocker Arms ......................................40
Piston/Connecting Rods .....................................42
Front Case/Counterbalance Shaft
and Oil Pan.........................................................47
Oil Pump/Front Case..........................................50
Crankshaft, Bearings/Oil Seal............................ 51
Cylinder Block/Pistons.......................................54
Coolant
Pump .....................................................55
Exhaust Manifold/Heat Exchanger....................56
ENGINE HARDWARE TORQUES , ............................... 57
RAW WATER PUMP (Exploded View) .......................58
STARTER MOTOR (Exploded View) ..........................59
DISTRIBUTOR (Exploded View) ................................62
SERVICE DATA STANDARDS/LIMITS (Chart) .............63
Nut/Bolt Tightening Methods...................................66
Special Tools-Engine................................................67
BC GENERATORS ....................................................... 68
BC TROUBLESHOOTING (Chart) .............................. -69
Internal Wiring Schematic.....................................69
Exciting the Generator...........................................
70
Testing Continuity .................................................72
Testing Capacitors .................................................73
E ·
w· d' 73
xc1ter
1n 1ngs ...................................................
Testing
BC Rotor...................................................74
BC Components ....................................................75
INTEGRAL CONTROLLER (Charger) .........................76
AC TERMINAL CONNECTIONS .................................. 76
SBEG WINDINGS SCHEMATICS ................................ 77
SPECIAL TOOLS-GENERATOR ................................... 78
SHORE POWER TRANSFER SWIJCH ........................ 79
REMOTE CONTROL WIRING DIAGRAM .................... 80
ENGINE-GENERATOR SPECIFICATIONS .................... 81
METRIC CONVERSION (Charts)................................8il
Engines & Generators
1

TESTING FOR OVERHAUL
HOW TO DETERMINE ENGINE OVERHAUL PERIOD
Cause of Low Compression
Generally, the time at which an engine should be overhauled
is determined
by various conditions such as lowered engine
power output, decreased compression pressure, and increased
fuel and oil consumption. The lowered engine power output
is not necessarily due to trouble with the engine itself, but is
sometimes caused by improper oil, clogged filters or a faulty
carburetor.
The decrease in compression pressure is caused by many fac-
tors. It is, therefore, necessary to determine a cause or causes
on the basis of data produced by periodic inspection and
maintenance. Oil analysis on a seasonal basis is a good
means
of monitoring engine internal wear. When caused by
worn cylinders or piston rings, the following symptoms will
occur: 1 Low engine poweroutput
2 Increased fuel consumption
3 Increased oil consumption
4
Hard engine starting
5 Noisy engine operation
These symptoms often appear together. Symptoms 2 and 4
can result also from improper fuel regulation
or a faulty car-
buretor. They are caused also by defective electrical devices
such as the battery, starter
or spark plugs. Therefore it is
desirable tojudge the optimum engine overhaul time
by the
lowered compression pressure caused by worn cylinders and
pistons plus increased oil consumption. Satisfactory combus-
tion is obtained only under sufficient compression pressure.
·If an engine lacks compression pressure, incomplete combus-
tion
of fuel will take place even if other parts of the engine
are operating properly.
To determine the period of engine
overhaul, it is important to measure the engine compression
pressure regularly.
At the same time, the engine speedat
which the measurement
of compression pressure is made
should
be checked because the compression pressure varies
with engine rpm.
The engine rpm can be measured at the
front end of the crankshaft. ·
NOTE: To test engine compression see the ENGINE
ADJUSTMENT section of this manual.
OVERHAUL CONDITIONS
Compression pressure tends to increase a little in a new
engine until piston rings and valve seats have been broken in.
Thereafter, it decreases gradually with the progress
of wear
of these parts.
When decrease
of compression pressurereaches the repair
limit, the engine must be overhauled.
The engine requires overhaul when oil consumption is high,
blowby evident, and compression values are at minimum
or
below. Engine compression should be 178psi (1260Kpa) at
400 rpm. With a limit 137psi (860 Kpa). Pressure should not
differ
by more than 14 psi (100 Kpa) between cylinders. See
ENGINEADJUSTMENTS in this manual.
ENGINE OVERHAUL
The following sections contain detailed information
relating to the major components and systems
of the engine.
Included are disassembly and inspection instructions for the
guidance of suitable equipped and staffed marine engine ser-
vice and rebuilding facilities. The necessary procedures
should be undertaken only by such facilities.
Additional detailed information and specifications are
provided in other sections
of this manual, covering the
generator, alternator, starter: motor, engine adjustments,
cooling pumps, etc.
DISASSEMBLY
1. Before disassembly and cleaning, carefully check for
defects which cannot be found after disassembly and
cleaning. ·
2. Clean the engine exterior.
3. Perform disassembly in a proper order using proper tools.
Keep disassembled parts in order. Apply oil when neces-
. sary. Take special care to keep the fuel system parts from ·
intrusion of dust and dirt.
The generatorserial
number is stamped
· on the top of the
generator
nm.l.HTLY.
-~m>riflrrnltin••~ are
l'!d on a decal
on the side
of the
generator.
PC INTERFACE SOFTWARE
Prior to overhaul, it is advised to operate the unit with PC
Interface Software connected to the ECU. This will help
determine system operation and whether system components
may need replacement during overhaul.
Engines ~ Generators
2

ENGINE TROUBLESHOOTING
PROBLEM
PROBABLE CAUSE PROBLEM
PROBABLE CAUSE
Engine backfires.
1.
Spark plug wires are connected wrong.
No DC charge to the
1. Faulty 30 amp buss fuse or 30 amp
2. Incorrect timing.
starting battery.
AGM fuse. Ref. DC wiring diagram.
3. Dirty flame arrester.
4. Cracked distributor cap.
5. High exhaust back-pressure.
2. Faulty connections to
battery charging control.
3. Faultybattery charging control.
4.
Faulty bridge rectifie.
Engine overheats.
1.
Coolant loss. Pressure test cooling
system.
5.
Faulty generator charger windings.
2.
Faulty raw water pump impeller.
3. Belts are loose or broken.
4. Raw water pump worn.
Blue exhaust smoke
1.
Lube oil is diluted.
discharge from the
2.
High lube oil level.
engine.
3. Crankcase breather hose is clogged.
5. Faulty thermostat.
4. Valves are worn or adjusted
incorrectly.
Low oil pressure. 1. Low oil level.
5. Piston rings are worn
2.
Wrong SAE type oil in the engine.
or unseated.
3. Wrong type oil filter.
Black exhaust smoke
1. Dirty flame arrester.
4.
Relief valve is stuck.
discharge from the
2. Lube oil is diluted.
5.
Faulty oil pump.
6. Faulty engine bearings.
engine.
3. Valves are worn or incorrectly
adjusted.
7. Faulty oil filter.
4. Piston rings are worn or unseated.
High oil pressure.
1.
Dirty oil or wrong SAE type oil in the
5. Cankcase breather hose is clogged.
engine.
2.
Relief valve is stuck;
Poor Performance
1. Fuel injector not functioning properly.
at generator speed.
2. Fuel pump clogged. Remove and
replace.
3. Throttle body Jirter streim dirty.
Remove and clean.
ENGINE TROUBLESHOOTING/SOFTWARE DIAGNOSTICS (EC1 0)
DIAGNOSTIC SOFTWARE KIT #05541 0
This Diagnostic Software Kit is designed to aide the
technician in monitoring the
CO generator's operation and
ECU functions (Electronic Control Unit) functions.
The Diagnostic Software will run
on WINDOWS 98 and
newer based operating systems. These must have a minimum
of 128 megabytes of RAM (Random-Access Memory) and
the communication cable plugs into a serial connection
or an
adapter to convert from serial to USB (Universal Service
Bus). When using serial to USB adapters, the communication
port that the adapter is using MUST
be known in order to
configure the Diagnostic Software.
The Westerbeke communications cable is unique to this
Diagnostic Software and must be used
or otherwise damage
to the
ECU will occur if any other communications cable is
substituted. The Diagnostic Software is designed with multi-
ple screen, tabs and pull down menus to aide the user in the
diagnostic process.
The Diagnostic Software is for monitoring
ONLY. It is read
only so none
of the values can be changed.
TEST PROCEDURE FOR DATA LOGGING USING THE
GASOLINE DIAGNOSTIC SOFTWARE PC INTERFACE
DIAGNOSTIC SOFTWARE IS A VALUABLE TOOL IN
SOLVING ENGINE PROBLEMS. IT SHOULD NOT
REPLACE BASIC TROUBLESHOOTING OR COMMON
SENSE. THE FOLLOWING PROCEDURES WILL HELP
IN GATHERING VALUABLE INFORMATION.
Engines & Generators
3

ON-BOARD DIAGNOSTICS 1 PC INTERFACE SOFTWARE
After installing the PC InterfaceDiagnostics Software on
your laptop, shut off the 20 amp DC breaker on the
generators control box. Attach one end
of the Westerbeke
communication cable to one
of your laptops serial ports.
If your laptop does not have a serial port, you must use an
adapter that goes from a serial port to a USB. Attach the
other end
of the communication cable to the 10 pin
connection on the ECU. Make sure that the red wire on the
communications cable lines up with the pin number 1 on
the ECU. Reference the label on the ECU to identify pin
number
1. Turn on the 20 amp DC breaker as soon as the
communication cable is connected to both the ECU and
your laptop.
Open the Interface Software and under communication select
comm port. Select the comm port that the cable is connected
to. Under communication select start comm or crtl +S. The
word communication under the menu bar should turn from
RED to GREEN if the communication link is properly
achieved.
If it does not turn green, check the connections
at the PC and the ECU. Make sure that the connector
is
properly positioined on the ECU and that all the pins are in
the connector. Verify the computer Comm Port selected is
correct. Make sure the main
DC circuit breaker is turned on.
The EClO interface is divided into four sections. Engine
Conditions, Wideband
02 Sensor Control, Engine Control
States and Emissions Records Display.
ENGINE CONDITIONS
This section monitors the running conditions of the engine.
Coolant Temperature
Coolant temperature is displayed in degrees C and degrees F.
Air Temperature
Air temperature is displayed in degrees C and degrees F.
Engine Oil Pressure
Oil pressure is displayed in BAR and PSI.
Battery Voltage
Battery voltage at the ECU is displayed in Vde.
Engine Hours
Engine runtime is displayed in hours.
Engine Speed
Engine speed is displayed in RPM.
60Hz operation= 1800 rpm and 50Hz operation= 1500 rpm.
Lambda
ExhaustAir/Fuel mixture. You should see readings going
abve and below 1.000 continuously as the ECU adjusts the
Air/Fuel mxture.
Throttle Position
Indicates the position of the throttle control unit in steps
relative to the fully closed position.
4
Pulse Width
Indicates the fuel injector pulse width.
Manifold Pressure
Indicates the pressure in the intake manifold in kPa.
WIDEBAND 02 SENSOR CONTROL
This section monitors the operating conditions of the
wideband oxygen sensor.
WB 02 Sensor States
There are seven wide band sensor states.
1. WB Time Stamp is the initialization state for the wide
band lambda sensor.
2. WB OL Delay occures during the post-crank enrichment
period. This is an open loop fueling period. This state is
present until the WB02 heater comes up to its operation
temperature.
3. WB CL Start Comp is the beginning
of closed-loop
fueling for the post-startup. The closed loop control
targets a rich lambda set point. The lambda set point
is a
function
of engine coolant and this set point leans out as
a function of time.
4. WB Warmup is entered only if the engine coolant
temperature is not above a certain threshold.
5. WB CL No Fault Checks occurs when the lambda closed
loop control is trying to control the fuel delivery to
Stoich (Lambda= 1.000) but no checks for emissions
faults are performed.
6. WB Closed Loop is closed loop lambda control with a
target set point
of Stoich and emissions faults checks
occurs.
7. WB Open Loop state occurs if an emission malfunction
is detected. The closed loop lambda control
is disabled.
WB 02 Heater Status
There are three states for the Heater Status. Low
Temperature, High Temperature, and Normal Temperature.
The Normal Temperature is at 893mV.
WB 02 Crossing Stoich
There are three states for Crossing Stoich. Initialize indicates
the initialization period for the sensor. Rich indicates a
Lambda lower than 1.000. Lean indicates a Lambda higher
than 1.000.
Running Closed Loop PI Control
Indicator will be RED when running Open Loop and will
turn
GREEN when running closed loop.
WB 02 Heater Voltage
This indicator reads the Wideband Heater status in
milli-volts. The set point for this function
is 893mV.

ON-BOARD DIAGNOSTICS 1 PC INTERFACE SOFTWARE
ENGINE CONTROL STATES
This section monitors the control conditions of the genset.
Emission Conditions
There are four Emission Conditions.
1. Closed Loop Disabled -This condition will display if
the Wideband 02 Sensor Control has been disabled
2. Normal Operation -This condition will display when
the engine is running and everything is operating prop-
erly.
3. Sensor Out OfRange -This condition will display
when the lambda is extemely rich (less than 0.8) or very
lean (greater than 4.6)
..
4. Not Crossing Stoich -This condition will display if the
engine has been running too Rich
or too lean for more
than the allotted time period. A perfect Stoich reading in
the display is 1.000.
Heater Malfunction -This condition will display if the
heater
on the Wideband 02 Sensor has failed .. If this
condition displays
it is probably time to change the
Wideband
02 Sensor.
Engine Shutdowns
Along with the PC Interface to display shutdowns, the
Genset is equipped with an LCD display to indicate shut-
down. Refer to your Owners Manual for a description
of the
display. When the Genset is operational and everything is
operating properly, this
box will display Normal Conditions.
There are ten Engine Shutdowns that are controlled by the
ECU.
1. Over-Crank Timeout -This will display if after the
start button is pressed and the starter motor is cranking
the engine but
it does not start the engine in about six
seconds.
2. High Engine Coolant Temperature -This will display
if the temperature of the engine coolant exceeds 95•C.
3. Overspeed -This will display if the engine speed
exceeds 20%
of the desired set speed. (2160 rpm for
60Hz and 1800 rpm for 50Hz).
4. Underspeed -This will display if the engine speed falls
below 20%
of the desired set speed. (1440 rpm for 60Hz
and 1200rpm for 50Hz).
5. Speed Loss -This will display if there is a loss of speed
signal due to a sensor failure
or the engine has stopped
running due to some other malfunction not covered
under the ECU shutdowns. Sometimes if the Genset
runs out of fuel this shutdown or Low Oil Pressure
may be displayed.
6. High Exhaust Temperature -This will display if the
exhaust elbow overheats due to a lack
of raw water dis-
charge. Check
the raw waterpumpfor flow ifthis failure
occurs.
5
7. Low Oil Pressure -This will display if the oil pressure
falls below 8 psi.
8. Oil Pressure Sensor Shorted -This will display if there
is a short in the oil pressure sensor wire.
9. External Fault -This will display if the device
connected to the auxiliary fault terminal such as a fire
boy device has been triggered.
10. Low Battery Level on Crank -This will display if the
battery voltage is too low to crank the engine long
enough to start.
Engine State
There are five Engine States.
1. Idle- This is the state when the engine is turned off ..
2. Crank -This is the state when the starter motor is
engaged and cranking the engine over for starting.
3. Run -This is the state when the engine is running.
4. Shutdown -This is the state after the stop button has
been pressed and the engine is shutting down.
5. Idle Wait -This is a short period, approximately 3 sec-
onds, after the stop button has been pressed before the
start button can be pressed again. This allows the engine
to stop turning before attempting a restart.
Firmware Revision Number
The Firmware Revision Number consists of three parts. The
first part is the Part Number, the second part is the Major
Revision Number, and the third part is the Major Revision
Number.
NOTE: When requesting service information, please reference
the complete Firmware Revision Number.
Frequency Option
This box displays the position of the Frequency Option
Switch on the ECU.
On the top of the ECU there is a four
position dip switch block. Switch Number 1 is for selecting
the desired engine speed. When the switch is in the ON posi-
tion, the engine will run at 1500 rpm for 50Hz operation.
When the switch is in the
OFF position, the engine will run
at 1800 rpm for 60Hz operation.
NOTE: To change the speed selection, the engine must be
OFF and the Main DC Circuit Breaker on the panel box
must
be switched OFF. When switching from one frequency
to another, there are wiring changes that must be performed
before operating the Genset. See you Owners Manual for
further
details.

ON-BOARD DIAGNOSTICS 1 PC INTERFACE SOFTWARE
Start offby collecting date from the time that the engine is
started.
If you have a genset that has the idle mode, start the
PC interface communicating and data logging before you
start the engine.
If you have an engine that does not have an
idle mode, start the PC Interface as soon as possible after the
engine is running. Let the engine warm up for about 10 to 15
minutes before trying to apply an AC load. Monitor and
recordAC volts and amps
if possible.
After the engine is warmed up, start applying an AC load by
turning
on various devices. Let the unit run at each load
change for a couple
of minutes so that the unit is stable.
Monitor and record
AC volts and amps if possible at each
load site. Continue to as AC load until the unit is at or near
full power rating. Power is determined by multiplying the
AC voltage times the
AC amperage. This will determine if
the unit is overloaded or not.
After loading up the genset, begin to reduce the AC load. Let
the unit run at each load site for a couple
of minutes to
stabilize. Continue to reduce the AC load and monitor
voltage and amperage until there is no AC load on genset.
This will give a technician a baseline
of what is going on
when the engine is running under a controlled load condition.
Finally, after running the controlled baseline test, this might
sound strange,
but sometimes the customer might know a
particular scenario that will cause a problem for the unit.
Sometimes
we hear customers say that the unit runs fine for
awhile and when
my air conditioner shuts off something
happens. Try repeating the scenario that the customer men-
tions. Always start
by recording date from the start up for a
least a couple
of minutes with no load on the generator to
get a starting point. Then continue to record data until the
problem shows up.
If you have a unit with no idle mode, and the unit shut down
under some kind
of fault, the date log will automatically stop
and save the file.
If you have a unit with an idle mode, and
the unit was to shut downunder some kind
of fault, you will
have to manually stop thedata log to save it.
Or in the case of
shutting of the DC circuit breaker, this will also cause the
data file to stop and save itself.
WHAT TO DO WITH THE DATA
All of the data that is being recorded is also being displayed
on the PC Interface in the various boxes. The following
information applies whether you are looking at the data file
after
it has been recorded or watching it live in the PC
Interface. The data file can be opened in most spreadsheet
software such as Microsoft Excel.
Some
of the data that is being collected is pretty much self
explanatory and simple to follow. For example, I think that
engine temp, air temp, oil pressure, and battery volts would
be easy to figure out. Some
of the other items may be less
familiar.
6
Speed
Simple enough, this is the speed that the engine is running,
the genset is set up to operate at
60 Hz, then the engine needs
to run at 1800 rpm (belt driven units may be different).
If the
unit is set up for 50
Hz operation then the engine speed will
be 1500 rpm.
When a genset is governing properly, you should see read-
ings slightly above and below the desired speed. Even a well
tuned engine will vary a little. The point is you should see
readings above and below the desired speed.
If you see speed
readings remain more than
20 rom above or below the
desired speed for a prolonged period
of time, there could be a
problem, especially
if this is noticed with no AC load
applied.
If the speed is too high with no AC load applied, check the
data box labeled Stepper Pos. (steps). The throttle is con-
trolled by a stepper motor. Usually the step count for the
engine running with no
AC load is typically in the 20-30
steps range. A couple of steps above or below this range
does not indicate a problem. However,
if the step count is in
the single digit numbers
or even showing a zero, the problem
maybe that the thrrottle body assembly may be out
of
calibration or not functioning properly. The stepper motor
can only go to a positioin that it thinks is zero.
If the
calibratiortis off, the stepper cannot move the throttle closed
enough to slow the engine down. An engine that has this
problem will run at the proper speed once someAC load has
been added. However, when that load is dropped, the speed
will be too high, and in some cases may cause the engine to
over-speed and shut down.
If the engine speed is too low with no AC load applied, there
is probably a totally different problem. Again, look at the
Stepper Position. Is the speed low but steps are high? This
would mean that the throttle is being opened to compensate
for loss
of speed but the speed is not coming up. Check to
make sure that the fuel level is full in the fuel system and that
the fuel is good and the filters are clear. Bleed the fuel system
to remove any air. Check to make sure that the air intake
screens are clean. Check to make sure that thespark plugs
have not fouled.
If t:pe engine speed is okay when running with no AC load,
but once underway with someAC load being aplied the
speed drops and stays below the desired speed, first check the
AC power by multiplying the total
AC amperage times the
AC volts to get the kilowatts.
If this number is higher than
what the unit is rated for, then it is overloaded., Shut off
some
of the devices until the speed returns to normal and
check the power again.
If there is only a small AC load
applied and the speed cannot maintain, follow the same
suggestions from the previous paragraph.

ON-BOARD DIAGNOSTICS 1 PC INTERFACE SOFTWARE
Pressure (kPa) -This is the pressure that exists in the intake
manifold. At no-load the
kPa will be lower than at full load.
The wider the throttle plate is open, the closer it gets to
atmosphere which is about 100 kPa. Typically a genset
running at no-load will see a
kPa value around 30, while at
full load it would be around 90 kPa.
If the kPa is stuck at
70 and never moves then there is a problem with either the
MAP sensor or the wiring to the MAP sensor, as 70 is a
default value that is in the code.
WB Heater Set-point -This is the set-point in millivolts of
the heater temperature in the Wideband 02 Sensor. Curently
in all the units that do not have an idle mode, the set point
is 893. In other units the set-point will vary but wll be
displayed in this box.
WB Current Temp -This is the actual value in millivolts of
the heater temperature in the Wideband 02 Sensor. If the
heater is working properly, you will typically see values stay
within
20 millivolts of the set-point. The higher the number
is, the colder the heater is. Typically a reading in the 4000
area means that the heater is not working at all. If the value
is swinging dramatically above and below the set-point, the
sensor is probably failing. The sensor should be replaced.
Lambda -Lambda represents the ratio of the amount present
in a combustion chamber compared to the amount that
should have been present in order to obtain "prefect"
combustion. Thus, when a mixture contains exactly the
amount
of oxygen required to burn the amount of fuel
present the ratio will be one to one and lamba will equal
1,000. If the mixture contains too much oxygen for the
amount
of fuel (a lean mixture), lamba will be greater then
1,000. If a mixture contains too little oxygen for the amount
of fuel (a rich mixture), lamba will be less than 1,000.
Perfect combustion requires an air/fuel ratio of approximately
14.7:1 (by weight) under normal condtions. Thus a lean
air/fuel ratio of, say, 16:1 would translate to a lambda value
of 1.088. (To calculate, divide 16 by 14.7.) A lamba of .97
would indicate an air/fuel ratio
of 14.259:1 (derived by
multiplying .97
by 14.7).
In our applications
we want to see lambda reading around
1
,000. Because of the combustion involved this number will
constantly
be changing, ideally you should see the value of
lamba fluctuating slightly above and below the 1,000 target.
Immediately after a startup it is typical to see a rich readings
for lambda. This is part
of the startup process and usually
takes a couple
of minutes for sensors to warm up and take
control
of the air fuel mixture.
If you see a problem in this area first check the Wideband
heater value to make sure that the heater is working.
Remember that it takes about three minutes after starting an
engine for it to be totally in control. Physically remove the
sensor and check it for corrosion and build up
of deposits.
from the water being injected through the exhaust. Salt water
deposited on the senor will be very damaging.
If there is any
evidence of build up, replace the sensor.
After checking the senor and the genset is running too rich,
check the air intake screens and spark plugs to make sure
they are clean and functioning properly.
If the genset is
running too lean, check the fuelJevels and the quality
of the
fuel. Water in the gas will cause the genset to run lean.
Lambda PW Trim -Is the fueling trim precentage that the
wideband oxygen sensor is contributing.
In most cases 15%
is the maximum.
Wideband P, I & D Term -These values are the lambda
value controlling terms. Their
job is to keep the lambda
reading at 1
,000 by enriching or enleaning the fueling.
Lambda P & I Term -These values are the lambda value
controlling terms. Their
job is to keep the lambda reading at
1
,000 enriching or enleaning the fueling.
NB STT -(Narrowband ShortTerm Trim) If you genset is
equipped with a narrowband oxygen sensor, this will
be the
value
of its contribution. Max contribustion is 1%.
Stepper Pos (steps) -The throttle shaft is controlled by a
stepper motor. The value displayed is in steps.
zero steps
being the closed position. Most units will run at
no load in
the 20 to 30 steps range. These values will vary from engine
to engine.
Pulse
Width- Is tlie fueling duration in milliseconds (ms).
The value will
be lower at no'load than at full load.
Ip Current -Is the electrical"value equivalent of the Lambda
reading. There is not much to learn from this number.
Main Fuel Comp (%) -Is the fueling compensation that is
derived from a value in the fuel table, which is based on the
engine rpm and the
MAP pressure.
Air Temp and Engine Temp Comp (%) -Is the fueling
compensation based
on the air temperature and engine
temperature. This value can be both positive and negative.
This value is added
or subtracted from the main fuel
compensation value.
Frequency Option - Tis the value of the speed selector on
the ECU, whether it is 50 or
60Hz. Some interfaces may not
show this column but will display the Frequency Option in
the Title area at the top
of the data log.
The Generator Frequency -Is a function of engine speed.
For most applications,
50 Hz operation is with an engine
speed
of 1500 rpm, while 60 Hz operation is with an engine
speed
of 1800 rpm.
Engines & Generators
7

ON-BOARD DIAGNOSTICS 1 PC INTERFACE SOFTWARE
De-rated P Tenn -This code provided for tpe
P(Proportional) Term, in the speed PID control, to be de-
rated right after start-up for a short period of time. This
allows the engine to warm up with out haviQ.g ~ aggressive
P value
which could cause "hunting" or instability when the
engine is cold. On some older units there is also a trim pot on
the top on the EUC that can manually de-rate the P value.
This will be reflected in this box.
Speed P, I & D Terms -These values reflect the engine
speed governing process. These values
are constantly
changing and it
is very hard to get any information from
them. The only thing I can say on the subject is that you
should see these values constantly changing. If for some
reason there are all zeroes in these columns than the engine
is probably not running.
TO CLOSE THE MONITOR
Click the X in the top right hand comer ofthe Window or
Click File/Exit
Engines ~ Generators
8

ENGINE ADJUSTMENTS
ENGINE COMPRESSION TEST
NOTE: The activation of the starter motor is afunction of
the ECU (Electronic Control Unit). To by-pass the ECU, a
simple electrical jumper arrangement can be fabricated to
connect between the battery B+ cable connection on the
starter solenoid and tlte spade type activation connection on
the starter solenoid with a push button in this jumper to make
a circuit between these two connections andactivate the
starter solenoid.
1. Start the engine and allow it to warm up to its nonnal
operating temperature. Then shut it down.
2. Open the DC breaker on the unit's control box to disable
the ECU. Connect the jumper arrangement orr the starter
solenoid connections.
3. Close the .raw water seacock. This is to
prevent the raw water pump from pumping water i~to the
unit's exhaust system during the test as no or very little ·
exhaust pressure will be present during the test to help
expel water from the unit's exhaust system during engine
cranking. ·
4. Remove the high tension leds from the spark plugs and
remov~ all spark plugs.
5. Thread the compression gauge adapter into the spark
plug -opening ofcylinder #1. Connect the compression
gauge to the adapter.
CONNECTING TO THE
THE SOLENOID ON THE
STARTER.
Cylinder ·Head Bolts
REFER TOmE.WIRING
DIAGRAM IN m1s MANUAL
FOR WIRE CONECTIONS .
Tighten the cylinder head bolts in the order shown in the dia-
gram using a stepped-up tightening torque.
1. Temporarily tighten the bolts in numerical order to 14-
22ft-lbs (20 - 30 Nm).
2. Tighten the bolts again in numerical order to 29- 36ft-lbs
(40- 50Nm).
3. Tighten the bolts in numerical order to the specified
torque ..
CYLINDER HEAD TORQUE 43_-51ft·lbs (60 • 70Nm)
6. Activate the starter motor using the push button on ,the
electrical jumper arrangement for the starter. Allow the .
engine to
crank, observing the compression gauge. Allow
the engine to crank until the gauge reaches a maximum
reading wherefurther cranking does not produce a higher
reading onthe·compression gauge. Stop cranking and
record the ~sure.
7. Remove the compression gauge and adapter from the #1
spark plug opening and install itin the #2 cylinder spark
plug opening and repeat step- .. 6.
8. Proceed to the next cylinder and repeat step #6 until all
cylinderS have been tested and the~ pr¢s~ recorded.
STANDARD COMPRESSION PRESSURE AT 400 RPM
178 PSI (12.5 KG/CM
2) .
Cylinder pressures should not differ mot•e than 14 psi
Ensure that compression press1,1re differential for each
cylinder is within the specified unit.
9. Reinstall three plugs and ignition wires. Open the, seacock.
NOTE: A wet test can be performed on cylirz4ers with low
compression figures; This will help determine ~(the low·
comp'i'ession is the;fesult'idfwom cylinders/rings or worn
valve seats/valves orboth. Place a few squirts of oil into .
the cylinderand the peiform the compression test on that
cylinder.
a.Adramatic rise in recorded compression value would
indicate worn cylinder/rings.
b. Aminimal rise in recorded compression value
would indicate both cylinder/ring and valve wear.
c. No appreciable rise in recorded compression would
indicate valve/valve seat wear.
ELECTRICAL
·JUMPER
. ·uSING AN ELECTRICAL JUMPER
TO BY-PASS THE ECU.
Rocker Cover
Install the rocker cover using a new gasket (slightly coat both
sides with clean oil). Gradually tighten the cover bolts to the
specified torque making certain the cover gasket is positioned
properly. ROCKER. COVER i:IDLT TORQUE (Smm BOLT).
2.9 •5.2 ft·lbs (4 • 7Nm)
6 4
¢1.
ENGINE FRONT
.7
1