Westerbeke 10.0 EGTD Operator's Manual page 33

ENGINE TROUBLESHOOTING
The following troubleshooting chart describes certain
problems relating to engine service, the probable causes of
these problems, and the recommendations to overcome
these problems.If the engine shuts down (Check Engine/LED
is illuminated), refer to ECU Troubleshooting Chart
in this
manual.
PROBLEM PROBABLE CAUSE
Engine can not be stopped.
1.
Faulty DC alternator.
Starting battery not being. 1. DC charge circuit faulty.
2. Alternator drive.
Engine slows and stops. 1. Fuel starvation.
2. Contaminated fuel.
3. Exhaust restriction.
Engine overheats and
shuts down.
1.
Antifreeze coolant not circulating.
Preheat switch depressed
1. Battery switch off.
No panel indications or 2. 20 Amp breaker tripped.
electrical fuel pump. 3. Emergency stop switch open.
4. 7.5 amp fuse faulty.
5. Blocking diode open.
6.
K2 Relay faulty.
Start switch depressed
1.
K1 Relay faulty.
No starter activation. 2. Faulty starter solenoid.
3. Low DC battery charge.
4. Poor/loose battery cable connection.
NOTE:
The
engines electrical system is protected by a 20-
ampere manual reset circuit breaker.
The
preheat solenoid is
mounted on the same bracket.
VERIFICATION/REMEDY
1. Remove Exc/R connection off alternator. Repair
alternator.
1. Perform DC voltage check of charge circuit. See DC
alternator section in this manual.
2. Check drive belt tension, loose connections, voltage
output, excitation voltage present at Exo/R terminal.
1. Check fuel supply, filters, tank vent.
2. Check filters for contaminates/water.
3. Check for blockage, collapsed exhaust hose, carbon
build up in water injected exhaust elbow.
1.
Loss of coolant. Check system for leak.
2. Air in system. Expei air. Add coolant as needed.
Check recovery circuit.
3. Thermostat stuck closed. Check/test/replace.
1. Check switch.
2. Check/re-set 20 amp breaker.
3. Check/close switch.
4. Check/test fuse.
5. Test diode.
6. Check/test K2 Relay.
1.
Check/test K1 Relay.
2. Test solenoid.
3. Check battery charge state.
4. Check connections.
TROUBLESHOOTING WATER TEMPERATURE AND OIL PRESSURE GAUGES
If the gauge reading is other than what is nonnally indicated
by the gauge when the instrument panel is energized, the first
step is to check for 12 volts DC between the ignition (B+)
and the Negative (B-) terminals of the gauge.
Assuming that there is 12 volts as required, leave the
instrument panel energized and perfonn the following steps:
1.
Disconnect the sender wire at the gauge and see if the
gauge reads zero, which is the nonnal reading for this
situation.
2. Remove the wire attached to the sender on the engine
and ground it to the engine. The gauge in the panel
should register full scale, which is nonnal for this
situation. DC voltage at the oil and temperature sender
to ground when the engine is first started will be high
(1 0 - 11 VDC) and will fall as the oil pressure rises and
coolant rises. This DC voltage will generally stabilize in
the 5 - 7VDC range depending on what your engines
nonnal oil pressure and coolant temperature are.
If both of the above gauge tests are positive, the gauge is
undoubtedly OK and tlie problem lies either with the
conductor from the sender to the gauge or with the sender.
If either of the above gauge tests are negative, the gauge is
probably defective and should be replaced.
Assuming the gauge is OK, check the conductor from the
sender to the sender tenninal at the gauge for continuity.
Check that the engine block is connected to the ground.
Some starters have isolated ground terminals and if the
battery is connected to the starter (both plus and minus
terminals), the ground side will not necessarily be connected
to the block.
Eng!fl~~ & Q_e_n~rators
.
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