Gravely D Parts List And Instruction Manual
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assembly
should then
be mounted
on the cultivator
by means
of
two
cross
bolts,
the ends
of which
protrude
from either side
of the tank shield.
The throttle and
clutch controls
may
next be attached
and adjusted.
The
end of the throttle
wire
should
be
entered
into the
eye clamp
on the
carburettor
lever
and the
pinch
screw
tightened.
Make certain the
handle
lever
can operate
the whole
carburettor
lever movement.
To secure
the clutch
control
firsl
remove the
outer
nut
which
is loosely
screwed to
the clutch
rod
on
the riglit
of the
machine.
The right angled
bracket at the
end of the
handle
control
rod
should then
be
pushed
along the clutch
rod
until it butts with
the
inner
nut.
It should
then
be locked in this
position
by
tightenirrg the
outer
nut
against
it.
BEFORE
STARTING.
It is e,ssential
before
starting the
new Gravely
Cultivator to
plenish
the
engine and
gearbox
with
lubricating
oil.
First
remove the
forward tank cap
and two-thirds
fill with
engine
oil.
We
recommend
Triple Shell oil, and
about four
pints
will
be required to
filI
the
tank
to this
level. The
rear
tank
should
be filled with
petrol.
Next
remove the
gearbox
oil filler
plug.
This is
on
the
right side
of
the
machine
towards
the top
of
the
countershaft
gear
housing. The
gearbox
should
be supplied
at this
point
with one-third
of a
pint
of Shell Spirax
c6
C
"
gear
oil.
Overseas
customers
will find the
appropriate
engine and
gearbox oil
recommendations
printed
on their tractor
name
plate.
A small
level check
plug
is
fitted at the front
and near the
bottom of the
gearcase
inside
the
right hand frame
plate.
Do
not overfill beyond
this
point,
and
it should
be
noted that
cold
gear
oil will take
a long time to
flow to the
bottom
of the
gearcasc,
so that
although enough
oil is supplied
it will not show
for some
time
at the level
plug.
An
excess of lubricant
in this
gearbox
will
cause
bad clutch
slip.
If this
machine is
in daily use we
recommend that the
oil levels
be regularly
checked,
the
engine
oil darly, and
the
gearbox
at least
weekly.
Finally
the air
cleaner should
be
removed,
dipped
in clean engine
oil,
drained
and
re-fixed
on the handle.
STARTING.
The:machine,
if it
has been supplied with
lubricants as detaileri
in
the
previous
paragraph, may now be started.
First
switch on the
oil and
petrol
supply by turning
down the tank taps
into
the
vertical
position,'
Both these taps
will be found under the
petrol
and
oil tanks.
The clutch
lever should then
be
fully withdrawn,
and held
in
that
position
by
rotating the
catch lever,
whrch is
just
in front of the clutch
lever, backwards
until it engages
with the
notch cut in the clutch
lever. This ensures that the
machine
is locked
in neutral and will not run
away directly the engine
is
started.
With
a cold
engine the choke should
be closed for starting. To do this
the
small
Ioop
attached to the
lower
qarburettor
lever
should
be
hooked
over
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RUNNING
ADJUSTMENTS.
When the machine is working one
of the most important
items to maintain
in correct
adjustment is the clutch.
If, when
the clutch
lever
is fully withdrawn,
the
machine
tries
to move
forward on starting
the engine, this
will be due to
insufficient withdrawal of
the
clutch
members from each
other. To remedy
this
the
nuts clamping the
right-angled
connector
bracket to
the
clutch
rod will need adjustment. lJnscrew
the
inner nut a few
turns towards the clutch, then
tighten the othet
nut
down
to
it.
Repeat this
if necessary until the machine
no longer tries to
move
forward
when the
engine is running with the clutch
lever withdrawn.
The other
adjustment to the
clutch is that
required if clutch slip occurs
when
the
machine
is working. This fault is symptomised
by the machine
remaining
stationary
or moving only very slowly
u'hen the clutch lever
is
released, even
though the
engine is set at
full
throttle
and revolves at
high
speed.
This slippage
will
be due to either one or
more of the following three causes.
Firstly
the clutch
may be held slightly
withdrawn, even when the
clutch lever
is fully
released.
To cure this,
the outer nut on the clutch
rod should
be unscrewed a
few
turns
away
from the clutch
and
the
inner nut then tightened
against
it. Repeat
this
until
no slip occurs
when
the
engine
is driving the cultivator.
After
making this
adjustment
withdraw the clutch
lever and observe
if
there
is any
tendency
for the
machine to
inch
forward.
If this occurs the
clutch has
been
slightly
over adjusted
and the
nuts on
the
clutch
rod should be moved
back a
turn
or two to
cure this.
Secondly
the clutch
lining may have worn sufficiently
to
require adjustment
of
the control.
This should
be carried out as
described
for
the
first fault.
Lastly the
friction faces
in the clutch may
have become
oily due to an
excess
of oil from the
gearbox
having seeped
between the clutch
members'
To cure
this,
first drain any excess
of oil from
the
gearbox.
Next remove
the
fan,
which
is also the
female clutch cone,
and clean
off both working
faces
of the clutch
with clean
petrol.
The fan
removal
is
achieved
by
first removing
the
fan
cover,
which
is
held in
position
on the
right of the
machine by
six cheese
headed screws
into
the
geaicase
and
one hexagon
head screw
into the air
manifold.
Next the
starter
pulley
may
be removed
by removing the
two screws
securing
it to the
fan.
Finally the
central
nut
securing
the
fan should
be removed
and the
fan
carefully
prised
from
its
taper
seating. Care
should
be taken
not to
lose the
key fitted
in the taper on
the fan shaft.
In addition to this,
several adjustments
should
be made
at
regular intervals
of not
less than
one month if thd
best
performance
is to
be obtained
from the
cultivator
engine.
First the sparking
plug
should
be removed
and thoroughly
cleaned.
The
plug
gap
should
be checked and
set at
.015-.018
in. by use
of a feeler
gauge.
(As
the cultivator
may
be left stationary
for considerable
periods
in
the
open,
it is advisable
to keep a spare
plug
available.)
Next remove the cover
over the end
of the
magneto,
and clean
off the
contact
breaker assembly.
Rotate the
engine
until the
points
are fully open
and
check
the
gap
between them.
This should
be set to
.015 in'
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may become
blocked, by
any dirt
in
the
petrol,
and
cause the engine
to stall.
In this case
remove
the
jet
needle with its
body by
unscrewing
the narrow
hexagon on
the
body.
Ihis
will expose the
main
jet
which
may be removed
with
a screwdriver.
After
cleaning both the
jet
and
needlc replace
them in the
carburettor.
The needle will then
require adjustment.
Screw
the needle right
horne by
turning the tommy
bar clockwise as far
as
it
will
go.
Then unscrew
the needle
l]
full
turns.
This wiil be near the correct
setting which
may then be finely
adjusted
by trying the
machine
with the needle
set a little either
side of this
position.
MAINTENANCE.
At
regular intervals, of about six
months,
but depending on
the amount
of
work the
machine has done,
certain overhaul
tasks should be
performed.
First the
engine should be decarbonised and the valves reground
on
tl.reir
seats.
This is best carried out
by completely removing
the cylinder
head.
To do this the
air manifold
and cylinder cover should be detached.
Disconnect
the sparking
plug
lead and remove the cylinder head, being
careful
not
to
damage
the
gasket
between the head and cylinder. Tap off the
exhaust
pipe.
Unscrew
the
lower valve covers and
lemove both
plungers
and
plunger
guides.
The
cylinder
holding down nuts
may now be released
and
the
cylinder removed,
taking care
not to
damage
the
joint
washer under the cylinder.
The valve
gear
should then
be removed
from
the cyiinder
and
all
carbon
removed
from
in
the
ports
and also
from the cylinder head,
piston
crown and the
valves.
Care
should bc taken
not to allow any dirt
or carbon to enter
the
crankcase
whilst
the cylinder
is removed.
The
valves should
be re-ground
on their seats
and then all
parts
washed
off
u'ith
clean
petrol
or
paraffin.
On
re-assembly
care should
be
taken
with the
gasket
and
joint
washers
to
ensure
that
no oil or
gas
leaks occur, also the tappets and
sparking
plug
should
be adjusted
to their correct
settings.
The clutch
should
also receive
attention at this time. It
should be removed,
cleaned
and inspected
for wear.
A new lining is 3116 in.
thick, and this may
be used
as a
basis for
judging
wear.
Replace
the clutch after
this overhaul
and adjust
the
operating
rod.
Before
replacing
the
fan
cover
clean out the air
passage
to the cylinder.
Inspect
the whole
machine
and tighten up any
screws or
bolts
which
may
have worked
loose.
Drain
thc
lubricating
oil tank and clean out with
petrol
to
remove
any
dirt or
metal
which
may have found
its
way
into
the tank. Refill
with fresh
lubricating
oil.
Wash
off all
painted
surfaces,
and
touch
up
with
paint
where required.
Finally
when
the
paint
rs dry rub a clean
oily rag over
the machine.
A machine
serviced
in this manner will
have
a very
much longer
life than
one
that
is neglected
and allowed to
rust
away.
When
it becomes
necessary through wear to
replace
or
repair
any
part
of
the
engine
or
gearbox,
we would
advise the
owner, unless
he has skilled labour
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