Kohler ECV940, ECV980, Command PRO ECV940, Command PRO ECV980 Service Manual

ECV940 & ECV980

Service Manual

IMPORTANT: Read all safety precautions and instructions carefully before operating equipment. Refer to operating

instruction of equipment that this engine powers.

Ensure engine is stopped and level before performing any maintenance or service.

2 Safety
3 Maintenance

5 Specifi cations
13 Tools and Aids
16 Troubleshooting
20 Air Cleaner/Intake
21 Electronic Fuel Injection (EFI) System
45 Governor System
55 Lubrication System
57 Electrical System
62 Starter System
66 Disassembly/Inspection and Service
83 Reassembly

62 690 05 Rev. -- 1

KohlerEngines.com

Safety

SAFETY PRECAUTIONS

WARNING: A hazard that could result in death, serious injury, or substantial property damage.

CAUTION: A hazard that could result in minor personal injury or property damage.

NOTE: is used to notify people of important installation, operation, or maintenance information.

WARNING

Explosive Fuel can cause
fi res and severe burns.

Do not fi ll fuel tank while
engine is hot or running.

Gasoline is extremely fl ammable
and its vapors can explode if
ignited. Store gasoline only in
approved containers, in well
ventilated, unoccupied buildings,
away from sparks or fl ames.
Spilled fuel could ignite if it comes
in contact with hot parts or sparks
from ignition. Never use gasoline
as a cleaning agent.

WARNING

Rotating Parts can cause
severe injury.

Stay away while engine
is in operation.

Keep hands, feet, hair, and
clothing away from all moving
parts to prevent injury. Never
operate engine with covers,
shrouds, or guards removed.

WARNING

Carbon Monoxide can
cause severe nausea,
fainting or death.

Avoid inhaling exhaust
fumes.

Engine exhaust gases contain
poisonous carbon monoxide.
Carbon monoxide is odorless,
colorless, and can cause death if
inhaled.

Accidental Starts can
cause severe injury or
death.

Disconnect and ground
spark plug lead(s) before
servicing.

Before working on engine or
equipment, disable engine as
follows: 1) Disconnect spark plug
lead(s). 2) Disconnect negative (–)
battery cable from battery.

Hot Parts can cause
severe burns.

Do not touch engine
while operating or just
after stopping.

Never operate engine with heat
shields or guards removed.

Cleaning Solvents can
cause severe injury or
death.

Use only in well
ventilated areas away
from ignition sources.

Carburetor cleaners and solvents
are extremely fl ammable. Follow
cleaner manufacturer’s warnings
and instructions on its proper and
safe use. Never use gasoline as a
cleaning agent.

Electrical Shock can
cause injury.

Do not touch wires while
engine is running.

WARNING

WARNING

WARNING

CAUTION

Damaging Crankshaft
and Flywheel can cause
personal injury.

Using improper procedures can
lead to broken fragments. Broken
fragments could be thrown from
engine. Always observe and use
precautions and procedures when
installing fl ywheel.

Failure to utilize or
reassemble debris
screen as designed could
result in debris screen
failure and serious
personal injury.

High Pressure Fluids can
puncture skin and cause
severe injury or death.

Do not work on fuel
system without proper
training or safety
equipment.

Fluid puncture injuries are highly
toxic and hazardous. If an injury
occurs, seek immediate medical
attention.

Explosive Fuel can
cause fi res and severe
burns.

Fuel system ALWAYS
remains under HIGH
PRESSURE.

Wrap a shop towel completely
around fuel pump module
connector. Press release button(s)
and slowly pull connector away
from fuel pump module allowing
shop towel to absorb any residual
fuel in high pressure fuel line. Any
spilled fuel must be completely
wiped up immediately.

CAUTION

CAUTION

WARNING

WARNING

2 62 690 05 Rev. --KohlerEngines.com

Maintenance

MAINTENANCE INSTRUCTIONS

WARNING

Accidental Starts can cause severe injury or
death.

Disconnect and ground spark plug lead(s)
before servicing.

Normal maintenance, replacement or repair of emission control devices and systems may be performed by any repair
establishment or individual; however, warranty repairs must be performed by a Kohler authorized dealer.

MAINTENANCE SCHEDULE

Every 100 Hours or Annually¹

● Change oil. Oil fi lter is recommended. Lubrication System

● Remove cooling shrouds and clean cooling areas. Air Cleaner/Intake

Every 150 Hours¹

● Check air cleaner element. Air Cleaner/Intake

● Replace unique Electronic Fuel Injection (EFI) fuel fi lter.

● Check oil cooler fi ns, clean as necessary. Lubrication System

Every 200 Hours

● Change oil fi lter. Lubrication System

Before working on engine or equipment, disable engine as
follows: 1) Disconnect spark plug lead(s). 2) Disconnect
negative (–) battery cable from battery.

Every 300 Hours

● Replace air cleaner element and check inner element. Air Cleaner/Intake

Every 600 Hours

● Replace air cleaner inner element. Air Cleaner/Intake

● Replace spark plugs and set gap. Electrical System

1

Perform these procedures more frequently under severe, dusty, dirty conditions.

REPAIRS/SERVICE PARTS

Kohler genuine service parts can be purchased from Kohler authorized dealers. To fi nd a local Kohler authorized
dealer visit KohlerEngines.com or call 1-800-544-2444 (U.S. and Canada).

362 690 05 Rev. -- KohlerEngines.com

Maintenance

°F

-20

020324060

50 80 100

°C

-30 -20

-10 0

10 20 30

40

75

10W-30

5W-30

SAE 30

20W-50

OIL RECOMMENDATIONS

We recommend use of Kohler oils for best performance.
Other high-quality detergent oils (including synthetic)
of API (American Petroleum Institute) service class SJ
or higher are acceptable. Select viscosity based on
air temperature at time of operation as shown in table
below.

FUEL RECOMMENDATIONS

WARNING

Explosive Fuel can cause fi res and severe
burns.

Do not fi ll fuel tank while engine is hot or
running.

STORAGE

If engine will be out of service for 2 months or more
follow procedure below.

1. Add Kohler PRO Series fuel treatment or equivalent
to fuel tank. Run engine 2-3 minutes to get stabilized
fuel into fuel system (failures due to untreated fuel
are not warrantable).

2. Change oil while engine is still warm from operation.
Remove spark plug(s) and pour about 1 oz. of
engine oil into cylinder(s). Replace spark plug(s) and
crank engine slowly to distribute oil.

3. Disconnect negative (-) battery cable.

4. Store engine in a clean, dry place.

Gasoline is extremely fl ammable and its vapors can
explode if ignited. Store gasoline only in approved
containers, in well ventilated, unoccupied buildings,
away from sparks or fl ames. Spilled fuel could ignite
if it comes in contact with hot parts or sparks from
ignition. Never use gasoline as a cleaning agent.

NOTE: E15, E20 and E85 are NOT approved and

should NOT be used; effects of old, stale or
contaminated fuel are not warrantable.

Fuel must meet these requirements:

● Clean, fresh, unleaded gasoline.

● Octane rating of 87 (R+M)/2 or higher.

● Research Octane Number (RON) 90 octane minimum.

● Gasoline up to 10% ethyl alcohol, 90% unleaded is

acceptable.

● Methyl Tertiary Butyl Ether (MTBE) and unleaded

gasoline blend (max 15% MTBE by volume) are
approved.

● Do not add oil to gasoline.

● Do not overfi ll fuel tank.

● Do not use gasoline older than 30 days.

4

62 690 05 Rev. --KohlerEngines.com

Engine Dimensions

484.61
[19.08]

Specifi cations

Dimensions in millimeters.

Inch equivalents shown in [ ].

152.50
[6.00]

50.00 [1.97]

22.50
[0.89]

FLYWHEEL SIDE

45˚

124.23 [4.89]

45˚
35˚

428.07
[16.85]

89.75
[3.53]

OIL

FILTER

MOUNTING

HOLE “A”

35˚

30.00
[1.18]

OIL FILL &
DIPSTICK

55˚

M8x1.25
4 STUD

45˚

325.25
[12.81]

20.01
[0.79]

62.70 [2.47]

2x Ø 35.00 [1.38]

45.00 [1.77]

406.25
[15.99]

MOUNTING

HOLE “A”

89.80
[3.54]

ENGINE MOUNTING
SURFACE

680.87
[26.81]

403.69
[15.89]

168.71 [6.64]
SPARK PLUG

STARTER SIDE

60.00 [2.36]

84.06 [3.31]

275.20
[10.83]

120.45

89.80

[4.74]

[3.54]

MOUNTING HOLE “A”

89.80

45˚

[3.54]

45˚

ENGINE MOUNTING SURFACE ( PTO END)

60.00 [2.36]

93.59 [3.68]

Ø 254.00 [10.00]

M8x1.25-6H

25.0 [0.98] DEEP

55˚

7 HOLES

EXHAUST PORT #1

18.00 [0.71]

OIL DRAIN PLUG
1/2 NPT INCH

MOUNTING

HOLE “A”

49.80
[1.96]

ENGINE MOUNTING SURFACE

OIL
PRESSURE
SWITCH

70.59 [2.78]

EXHAUST PORT #2

VALVE COVER SIDE

KohlerEngines.com

562 690 05 Rev. --

Specifi cations

ENGINE IDENTIFICATION NUMBERS

Kohler engine identifi cation numbers (model, specifi cation and serial) should be referenced for effi cient repair,
ordering correct parts, and engine replacement.

Model . . . . . . . . . . . . . . . . . . . . . ECV940

EFI Command Engine

Vertical Shaft

Numerical Designation

Specifi cation . . . . . . . . . . . . . . . ECV940-0001

Serial . . . . . . . . . . . . . . . . . . . . . 4323500328

Year Manufactured Code Factory Code
Code Year
43 2013
44 2014
45 2015

GENERAL SPECIFICATIONS

3,6

ECV940 ECV980

Bore 90 mm (3.54 in.)
Stroke 78.5 mm (3.1 in.)
Displacement 999 cc (61 cu. in.)
Oil Capacity (refi ll) 2.9 L (3.1 U.S. qt.)
Maximum Angle of Operation (@ full oil level)

TORQUE SPECIFICATIONS

3,5

4

ECV940 ECV980

25°

Blower Housing and Sheet Metal

M6 Screw
New, Untapped Hole (casting)
Used, Tapped Hole (casting)
New, Extruded Hole (sheet metal)
Used, Extruded Hole (sheet metal)
Mounting Clip (valley baffl e)

10.7 N·m (95 in. lb.)

7.3 N·m (65 in. lb.)

2.5 N·m (22 in. lb.)

2.0 N·m (18 in. lb.)

2.5 N·m (22 in. lb.)

Intake Manifold and Air Cleaner

Intake Manifold Mounting Fastener (torque in 2 increments) fi rst to 16.9 N·m (150 in. lb.)

fi nally to 22.6 N·m (200 in. lb.)
Air Cleaner Elbow to Throttle Body Mounting Nut 7.9 N·m (70 in. lb.)
Air Cleaner Bracket Mounting Screw (into intake manifold) 11.3 N·m (100 in. lb.)
GCU Bracket to Intake Manifold & Air Cleaner Bracket 11.3 N·m (100 in. lb.)
Ground Lead to Air Cleaner Bracket 5.6 N·m (50 in. lb.)
Fuel Injector Cap Fastener 7.3 N·m (65 in. lb.)
Manifold Absolute Pressure (MAP) Sensor Fastener 7.3 N·m (65 in. lb.)

Connecting Rod

Cap Fastener (torque in increments) 11.6 N·m (103 in. lb.)

3

Values are in Metric units. Values in parentheses are English equivalents.

4

Exceeding maximum angle of operation may cause engine damage from insuffi cient lubrication.

5

Lubricate threads with engine oil prior to assembly.

6

Any and all horsepower (hp) references by Kohler are Certifi ed Power Ratings and per SAE J1940 & J1995 hp

standards. Details on Certifi ed Power Ratings can be found at KohlerEngines.com.

6

62 690 05 Rev. --KohlerEngines.com

Specifi cations

TORQUE SPECIFICATIONS

3,5

ECV940 ECV980

Crankcase

Breather Cover Fastener 12.4 N·m (110 in. lb.)
Oil Drain Plug 21.4 N·m (16 ft. lb.)
Oil Temperature Sensor 7.3 N·m (65 in. lb.)
Dipstick Tube Screw 7.7 N·m (68 in. lb.)

Cylinder Head

Fastener (torque in 2 increments)
Head Bolt fi rst to 23.7 N·m (210 in. lb.)

fi nally to 46.9 N·m (415 in. lb.)
Pipe Plug 3/4 in. 28.5 N·m (252 in. lb.)
Rocker Arm Stud (AVT) 11.3 N·m (100 in. lb.)
Rocker Arm Screw (Non-AVT) 15.5 N·m (137 in. lb.)
Setscrew, AVT pivot locking 7.7 N·m (69 in. lb.)

Debris Screen

Hex Stud 21.5 N·m (190 in. lb.)
Mounting Screw - Hex Flange Screw 20.3 N·m (180 in. lb.)
Mounting Screw - Button Head Cap Screw 9.9 N·m (88 in. lb.)

Flywheel

Fan Fastener 10.4 N·m (92 in. lb.)
Retaining Screw 69.8 N·m (51 ft. lb.)

Fuel Pump

Module Baffl e to Crankcase Fastener 11.9 N·m (105 in. lb.)
Module to Baffl e Fastener 9.2 N·m (81 in. lb.)
Pulse Pump Screw (to blower housing) 2.8 N·m (25 in. lb.)

Governor (Electronic)

Governor Control Unit (GCU) to GCU Bracket 2.1 N·m (19 in. lb.)
Digital Linear Actuator (DLA) Bracket to GCU Bracket 10.2 N·m (90 in. lb.)
DLA to DLA Bracket Screw 7.3 N·m (65 in. lb.)

Governor (Mechanical)

Lever Nut 7.1 N·m (63 in. lb.)
Yoke Mounting Screw 2.2 N·m (20 in. lb.)

Ignition

Spark Plug 27 N·m (20 ft. lb.)
Coil Fastener 5.1 N·m (45 in. lb.)
Crankshaft Position Sensor Screw 11.3 N·m (100 in. lb.)
Crankshaft Position Sensor Bracket Screw 9.7 N·m (86 in. lb.)
Electronic Control Unit (ECU) to Bracket Screw 6.2 N·m (55 in. lb.)
Rectifi er-Regulator Fastener 2.5 N·m (22 in. lb.)

Lifter Feed Chamber Cover

Screw 6.6 N·m (58 in. lb.)

3

Values are in Metric units. Values in parentheses are English equivalents.

5

Lubricate threads with engine oil prior to assembly.

KohlerEngines.com

762 690 05 Rev. --

Specifi cations

TORQUE SPECIFICATIONS

3,5

ECV940 ECV980

Muffl er

Retaining Nut 24.4 N·m (216 in. lb.)
Screw, intermittent bracket (into weld nut) 13.6 N·m (120 in. lb.)
M6 Screw 9.9 N·m (88 in. lb.)
M8 Screw 24.4 N·m (216 in. lb.)

Oil Cooler

Mounting Screw 2.3 N·m (21 in. lb.)

Oil Filter Adapter/Housing

Mounting Screw 23.7 N·m (210 in. lb.)
Oil Filter Nipple 17.8 N·m (158 in. lb.)

Oil Pan

Fastener 25.6 N·m (227 in. lb.)
Oil Temperature Sensor 13.6 N·m (120 in. lb.)
Oil Temperature Sensor Reducer Bushing 17.6 N·m (156 in. lb.)
Oil Temperature Sensor Nut 2.3 N·m (20 in. lb.)

Oil Pickup Screen

Mounting Screw 11.3 N·m (100 in. lb.) into a new hole

7.7 N·m (68 in. lb.) into a used hole

Oil Pump

Mounting Screw 9.9 N·m (88 in. lb.)

Oil Sentry

TM

Pressure Switch 10.7 N·m (95 in. lb.)

Solenoid (starter)

Mounting Hardware 4.0-6.0 N·m (35-53 in. lb.)
Nut, Positive (+) Brush Lead 8.0-11.0 N·m (71-97 in. lb.)

Starter Assembly

Thru Bolt 5.6-9.0 N·m (49-79 in. lb.)
Mounting Screw 16 N·m (142 in. lb.)
Brush Holder Mounting Screw 2.5-3.3 N·m (22-29 in. lb.)

Stator

Mounting Screw 9.3 N·m (82 in. lb.)

Throttle Control Bracket

Fastener 9.9 N·m (88 in. lb.)

Valve Cover

Fastener 13.6 N·m (120 in. lb.)

3

Values are in Metric units. Values in parentheses are English equivalents.

5

Lubricate threads with engine oil prior to assembly.

8

62 690 05 Rev. --KohlerEngines.com

Specifi cations

CLEARANCE SPECIFICATIONS

3

ECV940 ECV980

Camshaft

End Play 0.3/1.3 mm (0.011/0.051 in.)
Running Clearance 0.025/0.063 mm (0.0010/0.0025 in.)
Bore I.D.

New
Max. Wear Limit

20.000/20.025 mm (0.7874/0.7884 in.)

20.038 mm (0.7889 in.)

Bearing Surface O.D.
New
Max. Wear Limit

19.962/19.975 mm (0.7859/0.7864 in.)

19.959 mm (0.7858 in.)

Cam Lobe Profi le (minimum dimension, measured from base circle
to top of lobe)
Exhaust 35 mm (1.3779 in.)

Intake 34.1 mm (1.3425 in.) 35 mm (1.3779 in.)

Connecting Rod

Crankpin End I.D. @ 70°F
New
Max. Wear Limit

44.030/44.037 mm (1.7334/1.7337 in.)

0.070 mm (0.0028 in.)

Connecting Rod-to-Crankpin Running Clearance
New
Max. Wear Limit

0.030/0.055 mm (0.0012/0.0022 in.)

0.070 mm (0.0028 in.)
Connecting Rod-to-Crankpin Side Clearance 0.30/0.59 mm (0.0118/0.0232 in.)
Connecting Rod-to-Piston Pin Running Clearance 0.015/0.028 mm (0.0006/0.0011 in.)
Piston Pin End I.D. @ 70°F

New
Max. Wear Limit

19.015/19.023 mm (0.7486/0.7489 in.)

19.036 mm (0.7494 in.)

Crankcase

Governor Cross Shaft Bore I.D. (Mechanical Governor)
New
Max. Wear Limit

8.025/8.050 mm (0.3159/0.3169 in.)

8.088 mm (0.3184 in.)

Crankshaft

End Play (free) 0.30/1.50 mm (0.011/0.059 in.)
Bore (in crankcase)

New 45.043/45.068 mm (1.7733/1.7743 in.)
Crankshaft Bore (in crankcase)-to-Crankshaft Running Clearance

New 0.043/0.090 mm (0.0017/0.0035 in.)
Bore (in oil pan)

New, Without Bearing 50.025/50.00 mm (1.9694/1.9685 in.)
Crankshaft to Sleeve Bearing (in oil pan) Running Clearance

New 0.040/0.167 mm (0.0015/0.0065 in.)
Oil Pan End Main Bearing Journal

O.D. - New
O.D. - Max. Wear Limit
Max. Taper
Max. Out-of-Round

44.978/45.00 mm (1.770/1.771 in.)

44.90 mm (1.767 in.)

0.022 mm (0.0009 in.)

0.025 mm (0.0010 in.)
Connecting Rod Journal

O.D. - New
O.D. - Max. Wear Limit
Max. Taper
Max. Out-of-Round
Width

43.982/44.000 mm (1.731/1.732 in.)

43.97 mm (1.731 in.)

0.018 mm (0.0007 in.)

0.025 mm (0.0010 in.)

53.00/53.09 mm (2.0866/2.0901 in.)

3

Values are in Metric units. Values in parentheses are English equivalents.

KohlerEngines.com

962 690 05 Rev. --

Specifi cations

CLEARANCE SPECIFICATIONS

3

ECV940 ECV980

Crankshaft Continued

T.I.R.
PTO End, Crank in Engine
Entire Crank, in V-Blocks

0.279 mm (0.0110 in.)

0.10 mm (0.0039 in.)

Flywheel End Main Bearing Journal
O.D. - New
O.D. - Max. Wear Limit
Max. Taper
Max. Out-of-Round

44.978/45.00 mm (1.770/1.771 in.)

44.90 mm (1.767 in.)

0.022 mm (0.0009 in.)

0.025 mm (0.0010 in.)

Crankshaft Bearing (PTO)

New (installed)
Max. Wear Limit

45.040/45.145 mm (1.773.1.777 in.)

45.158 mm

Cylinder Bore

I.D.
New
Max. Wear Limit
Max. Taper
Max. Out-of-Round

90.000/90.025 mm (3.543/3.544 in.)

90.075 mm (3.546 in.)

0.013 mm (0.00051 in.)

0.013 mm (0.00051 in.)

Cylinder Head

Max. Out-of-Flatness 0.076 mm (0.003 in.)

Governor (Mechanical)

Governor Cross Shaft-to-Crankcase Running Clearance 0.025/0.087 mm (0.0009/0.0034 in.)
Cross Shaft O.D.

New

7.963/8.000 mm (0.3135/.3149 in.)

7.936 mm (0.3124 in.)

Max. Wear Limit
Governor Gear Shaft-to-Governor Gear Running Clearance 0.070/0.160 mm (0.0027/0.0063 in.)
Gear Shaft O.D.

New
Max. Wear Limit

5.990/6.000 mm (0.2358/0.2362 in.)

5.977 mm (0.2353 in.)

Ignition

Spark Plug Gap 0.76 mm (0.030 in.)
Module Air Gap 0.28/0.33 mm (0.011/0.013 in.)

Piston, Piston Rings, and Piston Pin

Piston-to-Piston Pin Running Clearance 0.006/0.018 mm (0.0002/0.0007 in.)
Pin Bore I.D.

New
Max. Wear Limit

19.006/17.013 mm (0.7482/0.7485 in.)

19.025 mm (0.7490 in.)

Pin O.D.
New
Max. Wear Limit

18.995/19.000 mm (0.7478/0.7480 in.)

18.994 mm (0.7478 in.)
Top Compression Ring-to-Groove Side Clearance 0.04/0.08 mm (0.0015/0.0031 in.)
Middle Compression Ring-to-Groove Side Clearance 0.04/0.08 mm (0.0015/0.0031 in.)
Oil Control Ring-to-Groove Side Clearance 0.03/0.19 mm (0.0011/0.0074 in.)
Top and Center Compression Ring End Gap

New Bore
Used Bore (max.)

3

Values are in Metric units. Values in parentheses are English equivalents.

10

0.30/0.55 mm (0.011/0.021 in.)

0.94 mm (0.037 in.)

62 690 05 Rev. --KohlerEngines.com

Specifi cations

CLEARANCE SPECIFICATIONS

3

ECV940 ECV980

Piston, Piston Rings, and Piston Pin Continued

Thrust Face O.D.
New
Max. Wear Limit

7

89.953/89.967 mm (3.5414/3.5420 in.)

89.925 mm (3.540 in.)

Piston Thrust Face-to-Cylinder Bore7 Running Clearance
New 0.033/0.071 mm (0.0013/0.0028 in.)

Valves and Valve Lifters

Hydraulic Valve Lifter to Crankcase Running Clearance 0.012/0.050 mm (0.0004/0.0019 in.)
Intake Valve Stem-to-Valve Guide Running Clearance 0.038/0.076 mm (0.0015/0.0030 in.)
Exhaust Valve Stem-to-Valve Guide Running Clearance 0.050/0.088 mm (0.0020/0.0035 in.)
Intake Valve Guide I.D.

New
Max. Wear Limit

7.038/7.058 mm (0.2771/0.2779 in.)

7.135 mm (0.2809 in.)

Exhaust Valve Guide I.D.
New
Max. Wear Limit

7.038/7.058 mm (0.2771/0.2779 in.)

7.159 mm (0.2819 in.)

Guide Reamer Size
Standard

0.25 mm O.S.

7.048 mm (0.2775 in.)

7.298 mm (0.2873 in.)

Nominal Valve Face Angle 45°

3

Values are in Metric units. Values in parentheses are English equivalents.

7

Measure 11 mm (0.4331 in.) above bottom of piston skirt at right angles to piston pin.

KohlerEngines.com

1162 690 05 Rev. --

Specifi cations

GENERAL TORQUE VALUES

English Fastener Torque Recommendations for Standard Applications

Bolts, Screws, Nuts and Fasteners Assembled Into Cast Iron or Steel

Size Grade 2 Grade 5 Grade 8

Tightening Torque: N·m (in. lb.) ± 20%

8-32 2.3 (20) 2.8 (25) — 2.3 (20)
10-24 3.6 (32) 4.5 (40) — 3.6 (32)
10-32 3.6 (32) 4.5 (40) — —

1/4-20 7.9 (70) 13.0 (115) 18.7 (165) 7.9 (70)

1/4-28 9.6 (85) 15.8 (140) 22.6 (200) —
5/16-18 17.0 (150) 28.3 (250) 39.6 (350) 17.0 (150)
5/16-24 18.7 (165) 30.5 (270) — —

3/8-16 29.4 (260) — — —

3/8-24 33.9 (300) — — —

Tightening Torque: N·m (ft. lb.) ± 20%

5/16-24 — — 40.7 (30) —

3/8-16 — 47.5 (35) 67.8 (50) —

3/8-24 — 54.2 (40) 81.4 (60) —
7/16-14 47.5 (35) 74.6 (55) 108.5 (80) —
7/16-20 61.0 (45) 101.7 (75) 142.5 (105) —

1/2-13 67.8 (50) 108.5 (80) 155.9 (115) —

1/2-20 94.9 (70) 142.4 (105) 223.7 (165) —
9/16-12 101.7 (75) 169.5 (125) 237.3 (175) —
9/16-18 135.6 (100) 223.7 (165) 311.9 (230) —

5/8-11 149.5 (110) 244.1 (180) 352.6 (260) —

5/8-18 189.8 (140) 311.9 (230) 447.5 (330) —

3/4-10 199.3 (147) 332.2 (245) 474.6 (350) —

3/4-16 271.2 (200) 440.7 (325) 637.3 (470) —

Grade 2 or 5 Fasteners

Into Aluminum

Metric Fastener Torque Recommendations for Standard Applications

Size

4.8

5.8

Tightening Torque: N·m (in. lb.) ± 10%

M4 1.2 (11) 1.7 (15) 2.9 (26) 4.1 (36) 5.0 (44) 2.0 (18)
M5 2.5 (22) 3.2 (28) 5.8 (51) 8.1 (72) 9.7 (86) 4.0 (35)
M6 4.3 (38) 5.7 (50) 9.9 (88) 14.0 (124) 16.5 (146) 6.8 (60)
M8 10.5 (93) 13.6 (120) 24.4 (216) 33.9 (300) 40.7 (360) 17.0 (150)

Tightening Torque: N·m (ft. lb.) ± 10%

M10 21.7 (16) 27.1 (20) 47.5 (35) 66.4 (49) 81.4 (60) 33.9 (25)
M12 36.6 (27) 47.5 (35) 82.7 (61) 116.6 (86) 139.7 (103) 61.0 (45)
M14 58.3 (43) 76.4 (56) 131.5 (97) 184.4 (136) 219.7 (162) 94.9 (70)

12

Property Class

8.8

10.9 12.9

Torque Conversions

N·m = in. lb. x 0.113 in. lb. = N·m x 8.85

N·m = ft. lb. x 1.356 ft. lb. = N·m x 0.737

Noncritical

Fasteners

Into Aluminum

62 690 05 Rev. --KohlerEngines.com

Tools and Aids

Certain quality tools are designed to help you perform specifi c disassembly, repair, and reassembly procedures. By
using these tools, you can properly service engines easier, faster, and safer! In addition, you’ll increase your service
capabilities and customer satisfaction by decreasing engine downtime.

Here is a list of tools and their source.

SEPARATE TOOL SUPPLIERS

Kohler Tools
Contact your local Kohler source of
supply.

TOOLS

Description Source/Part No.

Alcohol Content Tester

For testing alcohol content (%) in reformulated/oxygenated fuels.

Camshaft Endplay Plate

For checking camshaft endplay.

Camshaft Seal Protector (Aegis)

For protecting seal during camshaft installation.

Cylinder Leakdown Tester

For checking combustion retention and if cylinder, piston, rings, or valves are worn.
Individual component available:
Adapter 12 mm x 14 mm (Required for leakdown test on XT-6 engines)

Dealer Tool Kit (Domestic)

Complete kit of Kohler required tools.
Components of 25 761 39-S
Ignition System Tester
Cylinder Leakdown Tester
Oil Pressure Test Kit
Rectifi er-Regulator Tester (120 V AC/60Hz)

Dealer Tool Kit (International)

Complete kit of Kohler required tools.
Components of 25 761 42-S
Ignition System Tester
Cylinder Leakdown Tester
Oil Pressure Test Kit
Rectifi er-Regulator Tester (240 V AC/50Hz)

Digital Vacuum/Pressure Tester

For checking crankcase vacuum.
Individual component available:
Rubber Adapter Plug

Electronic Fuel Injection (EFI) Diagnostic Software

For Laptop or Desktop PC.

EFI Service Kit

For troubleshooting and setting up an EFI engine.
Components of 24 761 01-S
Fuel Pressure Tester
Noid Light
90° Adapter
In-line "T" Fitting
Code Plug, Red Wire
Code Plug, Blue Wire
Shrader Valve Adapter Hose

Flywheel Holding Tool (CS)

For holding fl ywheel of CS series engines.

Flywheel Puller

For properly removing fl ywheel from engine.

Flywheel Strap Wrench

For holding fl ywheel during removal.

SE Tools
415 Howard St.
Lapeer, MI 48446
Phone [phone]
Toll Free 800-664-2981
Fax [phone]

Design Technology Inc.
768 Burr Oak Drive
Westmont, IL 60559
Phone [phone]
Fax [phone]

Kohler 25 455 11-S

SE Tools KLR-82405

SE Tools KLR-82417

Kohler 25 761 05-S

Design Technology Inc.

DTI-731-03

Kohler 25 761 39-S

Kohler 25 455 01-S
Kohler 25 761 05-S
Kohler 25 761 06-S
Kohler 25 761 20-S

Kohler 25 761 42-S

Kohler 25 455 01-S
Kohler 25 761 05-S
Kohler 25 761 06-S
Kohler 25 761 41-S

Design Technology Inc.

DTI-721-01

Design Technology Inc.

DTI-721-10

Kohler 25 761 23-S

Kohler 24 761 01-S

Design Technology Inc.

DTI-019
DTI-021
DTI-023
DTI-035
DTI-027
DTI-029
DTI-037

SE Tools KLR-82407

SE Tools KLR-82408

SE Tools KLR-82409

1362 690 05 Rev. -- KohlerEngines.com

Tools and Aids

TOOLS

Description Source/Part No.

Hydraulic Valve Lifter Tool

For removing and installing hydraulic lifters.

Ignition System Tester

For testing output on all systems, including CD.

Inductive Tachometer (Digital)

For checking operating speed (RPM) of an engine.

Offset Wrench (K and M Series)

For removing and reinstalling cylinder barrel retaining nuts.

Oil Pressure Test Kit

For testing/verifying oil pressure on pressure lubricated engines.

Radiator Tester

For pressure testing radiator and cap on Aegis liquid-cooled engines.

Rectifi er-Regulator Tester (120 volt current)
Rectifi er-Regulator Tester (240 volt current)

For testing rectifi er-regulators.
Components of 25 761 20-S and 25 761 41-S
CS-PRO Regulator Test Harness
Special Regulator Test Harness with Diode

Spark Advance Module (SAM) Tester

For testing SAM (ASAM and DSAM) on engines with SMART-SPARK

.

™

Starter Servicing Kit (All Starters)

For removing and reinstalling drive retaining rings and brushes.
Individual component available:
Starter Brush Holding Tool (Solenoid Shift)

Triad/OHC Timing Tool Set

For holding cam gears and crankshaft in timed position while installing timing belt.

Valve Guide Reamer (K and M Series)

For properly sizing valve guides after installation.

Valve Guide Reamer O.S. (Command Series)

For reaming worn valve guides to accept replacement oversize valves. Can be used
in low-speed drill press or with handle below for hand reaming.

Reamer Handle

For hand reaming using Kohler 25 455 12-S reamer.

Valve Guide Service Kit (Courage, Aegis, Command, OHC)

For servicing worn valve guides.

Kohler 25 761 38-S

Kohler 25 455 01-S

Design Technology Inc.

DTI-110

Kohler 52 455 04-S

Kohler 25 761 06-S

Kohler 25 455 10-S

Kohler 25 761 20-S
Kohler 25 761 41-S

Design Technology Inc.

DTI-031
DTI-033

Kohler 25 761 40-S

SE Tools KLR-82411

SE Tools KLR-82416

Kohler 28 761 01-S

Design Technology Inc.

DTI-K828

Kohler 25 455 12-S

Design Technology Inc.

DTI-K830

SE Tools KLR-82415

AIDS
Description Source/Part No.

Camshaft Lubricant (Valspar ZZ613) Kohler 25 357 14-S
Dielectric Grease (GE/Novaguard G661) Kohler 25 357 11-S
Dielectric Grease Loctite® 51360
Kohler Electric Starter Drive Lubricant (Inertia Drive) Kohler 52 357 01-S
Kohler Electric Starter Drive Lubricant (Solenoid Shift) Kohler 52 357 02-S
RTV Silicone Sealant

Loctite® 5900® Heavy Body in 4 oz. aerosol dispenser.
Only oxime-based, oil resistant RTV sealants, such as those listed, are approved

for use. Loctite® Nos. 5900® or 5910® are recommended for best sealing
characteristics.

Spline Drive Lubricant Kohler 25 357 12-S

14 62 690 05 Rev. --KohlerEngines.com

Kohler 25 597 07-S

Loctite® 5910

®

Loctite® Ultra Black 598™

Loctite® Ultra Blue 587™

Loctite® Ultra Copper 5920™

Tools and Aids

FLYWHEEL HOLDING TOOL ROCKER ARM/CRANKSHAFT TOOL

A fl ywheel holding tool can be made out of an old junk
fl ywheel ring gear and used in place of a strap wrench.

1. Using an abrasive cut-off wheel, cut out a six tooth
segment of ring gear as shown.

2. Grind off any burrs or sharp edges.

3. Invert segment and place it between ignition bosses
on crankcase so tool teeth engage fl ywheel ring
gear teeth. Bosses will lock tool and fl ywheel in
position for loosening, tightening, or removing with a
puller.

A spanner wrench to lift rocker arms or turn crankshaft
may be made out of an old junk connecting rod.

1. Find a used connecting rod from a 10 HP or larger
engine. Remove and discard rod cap.

2. Remove studs of a Posi-Lock rod or grind off
aligning steps of a Command rod, so joint surface is
fl at.

3. Find a 1 in. long capscrew with correct thread size to
match threads in connecting rod.

4. Use a fl at washer with correct I.D. to slip on
capscrew and approximately 1 in. O.D. Assemble
capscrew and washer to joint surface of rod.

1562 690 05 Rev. -- KohlerEngines.com

Troubleshooting

TROUBLESHOOTING GUIDE

When troubles occur, be sure to check simple causes which, at fi rst, may seem too obvious to be considered. For
example, a starting problem could be caused by an empty fuel tank.

Some general common causes of engine troubles are listed below and vary by engine specifi cation. Use these to
locate causing factors.

Engine Cranks But Will Not Start

● Battery connected backwards.

● Blown fuse.

● Carburetor solenoid malfunction.

● Choke not closing.

● Clogged fuel line or fuel fi lter.

● Diode in wiring harness failed in open circuit mode.

● DSAI or DSAM malfunction.

● Empty fuel tank.

● Faulty electronic control unit.

● Faulty ignition coil(s).

● Faulty spark plug(s).

● Fuel pump malfunction-vacuum hose clogged or

leaking.

● Fuel shut-off valve closed.

● Ignition module(s) faulty or improperly gapped.

● Insuffi cient voltage to electronic control unit.

● Interlock switch is engaged or faulty.

● Key switch or kill switch in OFF position.

● Low oil level.

● Quality of fuel (dirt, water, stale, mixture).

● SMART-SPARKTM malfunction.

● Spark plug lead(s) disconnected.

Engine Starts But Does Not Keep Running

● Faulty carburetor.

● Faulty cylinder head gasket.

● Faulty or misadjusted choke or throttle controls.

● Fuel pump malfunction-vacuum hose clogged or

leaking.

● Intake system leak.

● Loose wires or connections that intermittently ground

ignition kill circuit.

● Quality of fuel (dirt, water, stale, mixture).

● Restricted fuel tank cap vent.

Engine Starts Hard

● Clogged fuel line or fuel fi lter.

● Engine overheated.

● Faulty ACR mechanism.

● Faulty or misadjusted choke or throttle controls.

● Faulty spark plug(s).

● Flywheel key sheared.

● Fuel pump malfunction-vacuum hose clogged or

leaking.

● Interlock switch is engaged or faulty.

● Loose wires or connections that intermittently ground

ignition kill circuit.

● Low compression.

● Quality of fuel (dirt, water, stale, mixture).

● Weak spark.

Engine Will Not Crank

● Battery is discharged.

● Faulty electric starter or solenoid.

● Faulty key switch or ignition switch.

● Interlock switch is engaged or faulty.

● Loose wires or connections that intermittently ground

ignition kill circuit.

● Pawls not engaging in drive cup.

● Seized internal engine components.

Engine Runs But Misses

● Carburetor adjusted incorrectly.

● Engine overheated.

● Faulty spark plug(s).

● Ignition module(s) faulty or improperly gapped.

● Incorrect crankshaft position sensor air gap.

● Interlock switch is engaged or faulty.

● Loose wires or connections that intermittently ground

ignition kill circuit.

● Quality of fuel (dirt, water, stale, mixture).

● Spark plug lead(s) disconnected.

● Spark plug lead boot loose on plug.

● Spark plug lead loose.

Engine Will Not Idle

● Engine overheated.

● Faulty spark plug(s).

● Idle fuel adjusting needle(s) improperly set.

● Idle speed adjusting screw improperly set.

● Inadequate fuel supply.

● Low compression.

● Quality of fuel (dirt, water, stale, mixture).

● Restricted fuel tank cap vent.

Engine Overheats

● Cooling fan broken.

● Excessive engine load.

● Fan belt failed/off.

● Faulty carburetor.

● High crankcase oil level.

● Lean fuel mixture.

● Low cooling system fl uid level.

● Low crankcase oil level.

● Radiator, and/or cooling system components clogged,

restricted, or leaking.

● Water pump belt failed/broken.

● Water pump malfunction.

Engine Knocks

● Excessive engine load.

● Hydraulic lifter malfunction.

● Incorrect oil viscosity/type.

● Internal wear or damage.

● Low crankcase oil level.

● Quality of fuel (dirt, water, stale, mixture).

16 62 690 05 Rev. --KohlerEngines.com

Troubleshooting

Engine Loses Power

● Dirty air cleaner element.

● Engine overheated.

● Excessive engine load.

● Restricted exhaust.

● Faulty spark plug(s).

● High crankcase oil level.

● Incorrect governor setting.

● Low battery.

● Low compression.

● Low crankcase oil level.

● Quality of fuel (dirt, water, stale, mixture).

Engine Uses Excessive Amount of Oil

● Loose or improperly torqued fasteners.

● Blown head gasket/overheated.

● Breather reed broken.

● Clogged, broken, or inoperative crankcase breather.

● Crankcase overfi lled.

● Incorrect oil viscosity/type.

● Worn cylinder bore.

● Worn or broken piston rings.

● Worn valve stems/valve guides.

Oil Leaks from Oil Seals, Gaskets

● Breather reed broken.

● Clogged, broken, or inoperative crankcase breather.

● Loose or improperly torqued fasteners.

● Piston blow by, or leaky valves.

● Restricted exhaust.

EXTERNAL ENGINE INSPECTION

NOTE: It is good practice to drain oil at a location away

from workbench. Be sure to allow ample time for
complete drainage.

Before cleaning or disassembling engine, make a
thorough inspection of its external appearance and
condition. This inspection can give clues to what
might be found inside engines (and cause) when it is
disassembled.

● Check for buildup of dirt and debris on crankcase,

cooling fi ns, grass screen, and other external surfaces.
Dirt or debris on these areas can cause overheating.

● Check for obvious fuel and oil leaks, and damaged

components. Excessive oil leakage can indicate a
clogged or inoperative breather, worn or damaged
seals or gaskets, or loose fasteners.

● Check air cleaner cover and base for damage or

indications of improper fi t and seal.

● Check air cleaner element. Look for holes, tears,

cracked or damaged sealing surfaces, or other
damage that could allow unfi ltered air into engine. A
dirty or clogged element could indicate insuffi cient or
improper maintenance.

● Check carburetor throat for dirt. Dirt in throat is further

indication that air cleaner was not functioning properly.

● Check if oil level is within operating range on dipstick.

If it is above, sniff for gasoline odor.

● Check condition of oil. Drain oil into a container; it

should fl ow freely. Check for metal chips and other
foreign particles.

Sludge is a natural by-product of combustion; a small

accumulation is normal. Excessive sludge formation
could indicate over rich fuel settings, weak ignition,
overextended oil change interval or wrong weight or
type of oil was used.

CLEANING ENGINE

WARNING

Cleaning Solvents can cause severe injury or
death.

Use only in well ventilated areas away from
ignition sources.

Carburetor cleaners and solvents are extremely
fl ammable. Follow cleaner manufacturer’s warnings
and instructions on its proper and safe use. Never use
gasoline as a cleaning agent.

After inspecting external condition of engine, clean
engine thoroughly before disassembly. Clean individual
components as engine is disassembled. Only clean
parts can be accurately inspected and gauged for wear
or damage. There are many commercially available
cleaners that will quickly remove grease, oil, and grime
from engine parts. When such a cleaner is used, follow
manufacturer’s instructions and safety precautions
carefully.

Make sure all traces of cleaner are removed before
engine is reassembled and placed into operation. Even
small amounts of these cleaners can quickly break down
lubricating properties of engine oil.

1762 690 05 Rev. -- KohlerEngines.com

Troubleshooting

CRANKCASE VACUUM TEST

WARNING

Carbon Monoxide can cause severe nausea,
fainting or death.

Avoid inhaling exhaust fumes.

Engine exhaust gases contain poisonous carbon
monoxide. Carbon monoxide is odorless, colorless,
and can cause death if inhaled.

A partial vacuum should be present in crankcase when engine is operating. Pressure in crankcase (normally caused
by a clogged or improperly assembled breather) can cause oil to be forced out at oil seals, gaskets, or other available
spots.

Crankcase vacuum is best measured with either a water manometer or a vacuum gauge. Complete instructions are
provided in kits.

To test crankcase vacuum with manometer:

1. Insert rubber stopper into oil fi ll hole. Be sure pinch
clamp is installed on hose and use tapered adapters
to connect hose between stopper and one
manometer tube. Leave other tube open to
atmosphere. Check that water level in manometer is
at 0 line. Make sure pinch clamp is closed.

2. Start engine and run no-load high speed.

3. Open clamp and note water level in tube.

Level in engine side should be a minimum of 10.2

cm (4 in.) above level in open side.

If level in engine side is less than specifi ed (low/no

vacuum), or level in engine side is lower than level in
open side (pressure), check for conditions in table
below.

4. Close pinch clamp before stopping engine.

Keep hands, feet, hair, and clothing away from all
moving parts to prevent injury. Never operate engine
with covers, shrouds, or guards removed.

To test crankcase vacuum with vacuum/pressure gauge:

1. Remove dipstick or oil fi ll plug/cap.

2. Install adapter into oil fi ll/dipstick tube opening,

3. Run engine and observe gauge reading.
Analog tester–needle movement to left of 0 is a

Digital tester–depress test button on top of tester.
Crankcase vacuum should be a minimum of 10.2 cm

Rotating Parts can cause severe injury.
Stay away while engine is in operation.

upside down over end of a small diameter dipstick
tube, or directly into engine if a tube is not used.
Insert barbed gauge fi tting into hole in stopper.

vacuum, and movement to right indicates a pressure.

(4 in.) of water. If reading is below specifi cation, or if
pressure is present, check table below for possible
causes and conclusions.

WARNING

Condition Conclusion

Crankcase breather clogged or inoperative. NOTE: If breather is integral part of valve cover and

cannot be serviced separately, replace valve
cover and recheck pressure.

Disassemble breather, clean parts thoroughly, check
sealing surfaces for fl atness, reassemble, and recheck
pressure.

Seals and/or gaskets leaking. Loose or improperly torque
fasteners.

Piston blow by or leaky valves (confi rm by inspecting
components).

Restricted exhaust. Check exhaust screen/spark arrestor (if equipped). Clean

Replace all worn or damaged seals and gaskets. Make
sure all fasteners are tightened securely. Use appropriate
torque valves and sequences when necessary.

Recondition piston, rings, cylinder bore, valves and
valves guides.

or replace as needed. Repair or replace any other
damaged/restricted muffl er or exhaust system parts.

18 62 690 05 Rev. --KohlerEngines.com

Troubleshooting

COMPRESSION TEST

For Command Twins:
A compression test is best performed on a warm engine. Clean any dirt or debris away from base of spark plug(s)

before removing them. Be sure choke is off, and throttle is wide open during test. Compression should be at least 160
psi and should not vary more than 15% between cylinders.

All other models:
These engines are equipped with an automatic compression release (ACR) mechanism. It is diffi cult to obtain an

accurate compression reading because of ACR mechanism. As an alternative, use cylinder leakdown test described
below.

CYLINDER LEAKDOWN TEST

A cylinder leakdown test can be a valuable alternative to a compression test. By pressurizing combustion chamber
from an external air source you can determine if valves or rings are leaking, and how badly.

Cylinder leakdown tester is a relatively simple, inexpensive leakdown tester for small engines. This tester includes a
quick-connect for attaching adapter hose and a holding tool.

1. Run engine for 3-5 minutes to warm it up.

2. Remove spark plug(s) and air fi lter from engine.

3. Rotate crankshaft until piston (of cylinder being tested) is at top dead center (TDC) of compression stroke. Hold

engine in this position while testing. Holding tool supplied with tester can be used if PTO end of crankshaft is
accessible. Lock holding tool onto crankshaft. Install a 3/8 in. breaker bar into hole/slot of holding tool, so it is
perpendicular to both holding tool and crankshaft PTO.

If fl ywheel end is more accessible, use a breaker bar and socket on fl ywheel nut/screw to hold it in position. An

assistant may be needed to hold breaker bar during testing. If engine is mounted in a piece of equipment, it may
be possible to hold it by clamping or wedging a driven component. Just be certain that engine cannot rotate off of
TDC in either direction.

4. Install adapter into spark plug hole, but do not attach it to tester at this time.

5. Turn regulator knob completely counterclockwise.

6. Connect an air source of at least 50 psi to tester.

7. Turn regulator knob clockwise (increase direction) until gauge needle is in yellow set area at low end of scale.

8. Connect tester quick-connect to adapter hose. While fi rmly holding engine at TDC, gradually open tester valve.

Note gauge reading and listen for escaping air at combustion air intake, exhaust outlet, and crankcase breather.

Condition Conclusion

Air escaping from crankcase breather. Ring or cylinder worn.
Air escaping from exhaust system. Defective exhaust valve/improper seating.
Air escaping from intake. Defective intake valve/improper seating.
Gauge reading in low (green) zone. Piston rings and cylinder in good condition.
Gauge reading in moderate (yellow) zone. Engine is still usable, but there is some wear present.

Customer should start planning for overhaul or
replacement.

Gauge reading in high (red) zone. Rings and/or cylinder have considerable wear. Engine

should be reconditioned or replaced.

1962 690 05 Rev. -- KohlerEngines.com

Air Cleaner/Intake

AIR CLEANER

These systems are CARB/EPA certifi ed and components
should not be altered or modifi ed in any way.

A

D

A Air Cleaner Housing B Inner Element
C Retaining Clip D Element
E End Cap F Dust Ejector Valve

NOTE: Operating engine with loose or damaged air

cleaner components could cause premature
wear and failure. Replace all bent or damaged
components.

NOTE: Paper element cannot be blown out with

compressed air.

1. Unhook retaining clips and remove end cap(s).

2. Check and clean inlet screen (if equipped).

3. Pull air cleaner element out of housing and replace.
Check condition of inner element; replace when dirty.

4. Check all parts for wear, cracks, or damage, and that
ejector area is clean.

5. Install new element(s).

6. Reinstall end cap(s) with dust ejector valve/screen
down; secure with retaining clips.

C

B

E

F

BREATHER TUBE

Ensure both ends of breather tube are properly
connected.

AIR COOLING

WARNING

Hot Parts can cause severe burns.
Do not touch engine while operating or just

after stopping.

Never operate engine with heat shields or guards
removed.

NOTE: Operating engine with a restricted air intake

screen or radiator, damaged/ broken fan
assembly, or missing fan shroud will cause
engine damage due to over heating.

Proper cooling is essential. To prevent over heating,
clean screens, cooling fi ns, and other external surfaces
of engine. Avoid spraying water at wiring harness or any
electrical components. See Maintenance Schedule.

62 690 05 Rev. --KohlerEngines.com20

EFI SYSTEM

WARNING

Explosive Fuel can cause fi res and severe
burns.

Do not fi ll fuel tank while engine is hot or
running.

Gasoline is extremely fl ammable and its vapors can
explode if ignited. Store gasoline only in approved
containers, in well ventilated, unoccupied buildings,
away from sparks or fl ames. Spilled fuel could ignite if it
comes in contact with hot parts or sparks from ignition.
Never use gasoline as a cleaning agent.

Typical electronic fuel injection (EFI) system and related
components include:

● Fuel pump/module and lift pump.

● Fuel fi lter.

● High pressure fuel line.

● Fuel line(s).

● Fuel injectors.

● Throttle body/intake manifold.

● Electronic control unit (ECU).

● Ignition coils.

● Engine (oil) temperature sensor.

● Throttle position sensor (TPS).

● Crankshaft position sensor.

● Oxygen sensor.

● Manifold absolute pressure sensor (MAP).

● Wire harness assembly & affi liated wiring.

● Malfunction indicator light (MIL) - optional.

● Intake air temperature sensor.

FUEL RECOMMENDATIONS

Refer to Maintenance.

FUEL LINE

Low permeation fuel line must be installed on all Kohler
Co. engines to maintain EPA and CARB regulatory
compliance.

OPERATION

NOTE: When performing voltage or continuity tests,

avoid putting excessive pressure on or against
connector pins. Flat pin probes are
recommended for testing to avoid spreading or
bending terminals.

EFI system is designed to provide peak engine
performance with optimum fuel effi ciency and lowest
possible emissions. Ignition and injection functions
are electronically controlled, monitored and continually
corrected during operation to maintain ideal air/fuel ratio.

Central component of system is Engine Control Unit
(ECU) which manages system operation, determining
best combination of fuel mixture and ignition timing for
current operating conditions.

A lift fuel pump is used to move fuel from tank through
an in-line fuel fi lter and fuel line. Fuel is then pumped
to fuel pump module. Fuel pump module regulates
fuel pressure to a system operating pressure of 39 psi.
Fuel is delivered from fuel pump module through high
pressure fuel line into injectors, which inject fuel into
intake ports. ECU controls amount of fuel by varying
length of time that injectors are on. This can range
from 2 to over 12 milliseconds depending on fuel
requirements. Controlled injection of fuel occurs every
other crankshaft revolution, or once for each 4-stroke
cycle. When intake valve opens, air/fuel mixture is drawn
into combustion chamber,compressed, ignited, and
burned.

ECU controls amount of fuel being injected and ignition
timing by monitoring primary sensor signals for engine
temperature, speed (RPM), and throttle position (load).
These primary signals are compared to preprogrammed
maps in ECU computer chip, and ECU adjusts fuel
delivery to match mapped values. After engine reaches
operating temperature, an exhaust gas oxygen sensor
provides feedback to ECU based upon amount of
unused oxygen in exhaust, indicating whether fuel
mixture being delivered is rich or lean. Based upon this
feedback, ECU further adjusts fuel input to re-establish
ideal air/fuel ratio. This operating mode is referred to as
closed loop operation. EFI system operates closed loop
when all three of following conditions are met:

● Oil temperature is greater than 50°C (122°F).

● Oxygen sensor has warmed suffi ciently to provide a

signal (minimum 400°C, 752°F).

● Engine operation is at a steady state (not starting,

warming up, accelerating, etc.).

During closed loop operation ECU has ability to readjust
temporary and learned adaptive controls, providing
compensation for changes in overall engine condition
and operating environment, so it will be able to maintain
ideal air/fuel ratio. This system requires a minimum
engine oil temperature greater than 60°C (140°F) to
properly adapt. These adaptive values are maintained as
long as ECU is not reset.

During certain operating periods such as cold starts,
warm up, acceleration, high load, etc., a richer air/fuel
ratio is required and system operates in an open loop
mode. In open loop operation oxygen sensor output is
used to ensure engine is running rich, and controlling
adjustments are based on primary sensor signals and
programmed maps only. This system operates open
loop whenever three conditions for closed loop operation
(above) are not being met.

ECU is brain or central processing computer of entire
EFI system. During operation, sensors continuously
gather data which is relayed through wiring harness
to input circuits within ECU. Signals to ECU include:
ignition (on/off), crankshaft position and speed (RPM),
throttle position, oil temperature, intake air temperature,
exhaust oxygen levels, manifold absolute pressure, and
battery voltage.

2162 690 05 Rev. -- KohlerEngines.com

EFI SYSTEM

ECU compares input signals to programmed maps in
its memory to determine appropriate fuel and spark
requirements for immediate operating conditions. ECU
then sends output signals to set injector duration and
ignition timing.

ECU continually performs a diagnostic check of itself,
each of sensors, and system performance. If a fault
is detected, ECU can turn on a Malfunction Indicator
Light (MIL) (if equipped) on equipment control panel,
store fault code in its fault memory, and go into a default
operating mode. Depending on signifi cance or severity
of fault, normal operation may continue. A technician can
access stored fault code using a blink code diagnosis
fl ashed out through MIL. An optional computer software
diagnostic program is also available, see Tools and Aids.

ECU requires a minimum of 6.0 volts to operate.
To prevent engine over-speed and possible failure, a

rev-limiting feature is programmed into ECU. If maximum
RPM limit (4500) is exceeded, ECU suppresses injection
signals, cutting off fuel fl ow. This process repeats itself in
rapid succession, limiting operation to preset maximum.

Wiring harness used in EFI system connects electrical
components, providing current and ground paths for
system to operate. All input and output signaling occurs
through two special all weather connectors that attach
and lock to ECU. Connectors are Black and Grey and
keyed differently to prevent being attached to ECU
incorrectly.

Condition of wiring, connectors, and terminal
connections is essential to system function and
performance. Corrosion, moisture, and poor connections
are as likely cause of operating problems and system
errors as an actual component. Refer to Electrical
System for additional information.

EFI system is a 12 VDC negative ground system,
designed to operate down to a minimum of 6.0 volts.
If system voltage drops below this level, operation
of voltage sensitive components such as ECU, fuel
pump, ignition coils, and injectors will be intermittent
or disrupted, causing erratic operation or hard starting.
A fully charged, 12 volt battery with a minimum of 350
cold cranking amps is important in maintaining steady
and reliable system operation. Battery condition and
state of charge should always be checked fi rst when
troubleshooting an operational problem.

Keep in mind that EFI-related problems are often caused
by wiring harness or connections. Even small amounts
of corrosion or oxidation on terminals can interfere with
milliamp currents used in system operation.

Cleaning connectors and grounds will solve problems
in many cases. In an emergency situation, simply
disconnecting and reconnecting connectors may clean
up contacts enough to restore operation, at least
temporarily.

If a fault code indicates a problem with an electrical
component, disconnect ECU connector and test for
continuity between component connector terminals and
corresponding terminals in ECU connector using an
ohmmeter. Little or no resistance should be measured,
indicating that wiring of that particular circuit is OK.

Crankshaft position sensor is essential to engine
operation; constantly monitoring rotation and speed
(RPM) of crankshaft. There are 23 consecutive teeth
cast into fl ywheel. One tooth is missing and is used
to reference crankshaft position for ECU. Inductive
crankshaft position sensor is mounted 0.20-0.70 mm
(0.008-0.027 in.) from fl ywheel.

During rotation, an AC voltage pulse is created within
sensor for each passing tooth. ECU calculates engine
speed from time interval between consecutive pulses.
Gap from missing tooth creates an interrupted input
signal, corresponding to specifi c crankshaft position near
BDC for cylinder #1. This signal serves as a reference
for control of ignition timing by ECU. Synchronization of
inductive speed pickup and crankshaft position takes
place during fi rst two revolutions each time engine is
started. Sensor must be properly connected at all times.
If sensor becomes disconnected for any reason, engine
will quit running.

Throttle position sensor (TPS) is used to indicate throttle
plate angle to ECU. Since throttle (by way of governor)
reacts to engine load, angle of throttle plate is directly
related to load on engine.

Mounted on throttle body and operated directly off end
of throttle shaft, TPS works as a potentiometer, varying
voltage signal to ECU in direct correlation to angle
of throttle plate. This signal, along with other sensor
signals, is processed by ECU and compared to internal
preprogrammed maps to determine required fuel and
ignition settings for amount of load.

Correct position of TPS is established and set at factory.
Do not loosen TPS or alter mounting position unless
absolutely required by fault code diagnosis. If TPS
is loosened or repositioned, appropriate TPS Learn
Procedure must be performed to re-establish baseline
relationship between ECU and TPS.

Engine (oil) temperature sensor is used by system to
help determine fuel requirements for starting (a cold
engine needs more fuel than one at or near operating
temperature).

Mounted in crankcase next to breather cover, it has
a temperature-sensitive resistor that extends into oil
fl ow. Resistance changes with oil temperature, altering
voltage sent to ECU. Using a table stored in its memory,
ECU correlates voltage drop to a specifi c temperature.
Using fuel delivery maps, ECU then knows how much
fuel is required for starting at that temperature.

Intake Air Temperature (IAT) sensor is a thermally
sensitive resistor that exhibits a change in electrical
resistance with a change in its temperature.

When sensor is cold, resistance of sensor is high. As
sensor warms up, resistance drops and voltage signal
increases. From voltage signal, ECU can determine
temperature of intake air.

Purpose of an air temperature sensor is to help ECU
calculate air density. Higher air temperature less dense
air becomes. As air becomes less dense ECU knows
that it needs to lessen fuel fl ow to achieve correct air/fuel
ratio. If fuel ratio was not changed engine would become
rich, possibly losing power and consuming more fuel.

Oxygen sensor functions like a small battery, generating
a voltage signal to ECU based upon difference in oxygen
content between exhaust gas and ambient air.

22

62 690 05 Rev. --KohlerEngines.com

EFI SYSTEM

Tip of sensor, protruding into exhaust gas, is hollow.
Outer portion of tip is surrounded by exhaust gas, with
inner portion exposed to ambient air. When oxygen
concentration on one side of tip is different than that of
other side, a voltage signal up to 1.0 volt is generated
and sent to ECU. Voltage signal tells ECU if engine is
straying from ideal fuel mixture, and ECU then adjusts
injector pulse accordingly.

Oxygen sensor functions after being heated to a
minimum of 400°C (752°F). A heater inside sensor heats
electrode to optimum temperature in about 10 seconds.
Oxygen sensor receives ground through wire, eliminating
need for proper grounding through muffl er. If problems
indicate a bad oxygen sensor, check all connections and
wire harness. Oxygen sensor can also be contaminated
by leaded fuel, certain RTV and/or other silicone
compounds, fuel injector cleaners, etc. Use only those
products indicated as O2 Sensor Safe.

Manifold absolute pressure (MAP) sensor provides
immediate manifold pressure information to ECU.
MAP measures difference in pressure between outside
atmosphere and vacuum level inside intake manifold
and monitors pressure in manifold as primary means
of detecting load. Data is used to calculate air density
and determine engine's mass air fl ow rate, which in
turn determines required ideal fueling. MAP also stores
instant barometric pressure reading when key is turned
ON.

Fuel injectors mount into intake manifold, and high
pressure fuel line attaches to them at top end.
Replaceable O-rings on both ends of injector prevent
external fuel leakage and also insulate it from heat and
vibration. A special clip connects each injector to high
pressure fuel line and holds it in place. O-rings and
retaining clip must be replaced any time fuel injector is
separated from its normal mounting position.

When key switch is on, fuel pump module will pressurize
high pressure fuel line to 39 psi, and voltage is present
at injector. At proper instant, ECU completes ground
circuit, energizing injector. Valve needle in injector
is opened electromagnetically, and pressure in high
pressure fuel line forces fuel down through inside.
Director plate at tip of injector contains a series of
calibrated openings which directs fuel into manifold in a
cone-shaped spray pattern.

Injectors have sequential fueling that open and close
once every other crankshaft revolution. Amount of fuel
injected is controlled by ECU and determined by length
of time valve needle is held open, also referred to as
injection duration or pulse width. Time injector is open
(milliseconds) may vary in duration depending on speed
and load requirements of engine.

A high-voltage, solid-state, battery ignition system is
used with EFI system. ECU controls ignition output and
timing through transistorized control of primary current
delivered to coils. Based on input from crankshaft
position sensor, ECU determines correct fi ring point
for speed at which engine is running. At proper instant,
it interrupts fl ow of primary current in coil, causing
electromagnetic fl ux fi eld to collapse. Flux collapse
induces an instantaneous high voltage in coil secondary
which is strong enough to bridge gap on spark plug.
Each coil fi res every other revolution.

EFI engines are equipped with either a 20 or 25 amp
charging system to accommodate combined electrical
demands of ignition system and specifi c application.
Charging system troubleshooting information is provided
in Electrical System.

An electric fuel pump module and a lift pump (two types)
are used to transfer fuel in EFI system. Two types of
lift pumps are: a pulse fuel pump or a low pressure
electric fuel pump. Pumping action is created by either
oscillation of positive and negative pressures within
crankcase through a hose, or by direct lever/pump
actuation off rocker arm movement. Pumping action
causes diaphragm on inside of pump to pull fuel in on its
downward stroke and to push it into fuel pump module
on its upward stroke. Internal check valves prevent fuel
from going backward through pump. Fuel pump module
receives fuel from lift pump, increases and regulates
pressure for fuel injectors.

Fuel pump module is rated for a minimum output of 13.5
liters per hour and regulated at 270 kilo pascals (39 psi).

When key switch is turned ON and all safety switch
requirements are met, ECU activates fuel pump module
for about six seconds, which pressurizes system for
start-up. If key switch is not promptly turned to start
position, engine fails to start, or engine is stopped with
key switch ON (as in case of an accident), ECU switches
off pump preventing continued delivery of fuel. In this
situation, MIL will go on, but it will go back off after 4
cranking revolutions if system function is OK. Once
engine is running, fuel pump remains on.

Precision components inside fuel pump module are not
serviceable. DO NOT attempt to open fuel pump module.
Damage to components will result and warranty will be
void. Because fuel pump module is not serviceable,
engines are equipped with a special 10-micron EFI fuel
fi lter to prevent harmful contamination from entering
module.

If there are two fi lters in system, one before lift pump
will be a standard 51-75 micron fi lter, and one after lift
pump will be special 10-micron fi lter. Be sure to use an
approved 10-micron fi lter for replacement.

High pressure fuel line is an assembly of hoses, injector
caps and a fuel connector to fuel pump module. High
pressure fuel line feeds fuel to top of injectors through
injector caps. Caps are fastened to intake manifold and
injectors are locked into place. A small retaining clip
provides a secondary lock.

2362 690 05 Rev. -- KohlerEngines.com

EFI SYSTEM

High pressure fuel line is serviced as a complete
assembly to prevent tampering and safety hazards.
Components are not individually serviceable.

Vent hose assembly is intended to vent fuel vapor out of
fuel pump module and direct fuel vapor into throttle body.
All EFI engines are equipped with an engine mounted
purge port on #2 cylinder barrel baffl e. This capped
purge port can be used by OEM to vent fuel tanks or
used in conjunction with a carbon canister kit for Tier III
evaporative emissions compliance. Purge port connects
to vent hose assembly and directs all fuel vapor into
throttle body. If purge port remains unused, port must
remain capped to prevent dirt from entering engine.

EFI engines have no carburetor, so throttle function
(regulate incoming combustion airfl ow) is achieved with
a throttle valve in a separate throttle body attached to
intake manifold. Throttle body/intake manifold provides
mounting for fuel injectors, throttle position sensor, MAP
sensor, intake air temperature sensor, high pressure fuel
line, idle speed screw, and air cleaner assembly.

Idle speed is only adjustment that may be performed on
EFI system. Standard idle speed setting for EFI engines
is 1500 RPM, but certain applications might require
a different setting. Check equipment manufacturer’s
recommendation.

For starting and warm up, ECU will adjust fuel and
ignition timing, based upon ambient temperature, engine
temperature, and loads present. In cold conditions,
idle speed will probably be different than normal for a
few moments. Under other conditions, idle speed may
actually start lower than normal, but gradually increase
to established setting as operation continues. Do not
attempt to circumvent this warm up period, or readjust
idle speed during this time. Engine must be completely
warmed up, in closed loop operating mode for accurate
idle adjustment.

IMPORTANT NOTES!

● Cleanliness is essential and must be maintained at all

times when servicing or working on EFI system. Dirt,
even in small quantities, can cause signifi cant
problems.

● Clean any joint or fi tting with parts cleaning solvent

before opening to prevent dirt from entering system.

● Always depressurize fuel system through fuel

connector on fuel pump module before disconnecting
or servicing any fuel system components.

● Never attempt to service any fuel system component

while engine is running or ignition switch is ON.

● Do not use compressed air if system is open. Cover

any parts removed and wrap any open joints with
plastic if they will remain open for any length of time.
New parts should be removed from their protective
packaging just prior to installation.

● Avoid direct water or spray contact with system

components.

● Do not disconnect or reconnect ECU wiring harness

connector or any individual components with ignition
on. This can send a damaging voltage spike through
ECU.

● Do not allow battery cables to touch opposing

terminals. When connecting battery cables attach
positive (+) cable to positive (+) battery terminal fi rst,
followed by negative (-) cable to negative (-) battery
terminal.

● Never start engine when cables are loose or poorly

connected to battery terminals.

● Never disconnect battery while engine is running.

● Never use a quick battery charger to start engine.

● Do not charge battery with key switch ON.

● Always disconnect negative (-) battery cable before

charging battery, and also unplug harness from ECU
before performing any welding on equipment.

24

62 690 05 Rev. --KohlerEngines.com

EFI SYSTEM

ELECTRICAL COMPONENTS
Electronic Control Unit (ECU)
Pinout of ECU

Black Connector

Pin # Function

1 Ignition Coil #1 Ground
2 Battery Ground
3 Diagnostic Communication Line
4 Speed Sensor input
5 Fuel Injector Output #1 Ground
6 Fuel Injector Output #2 Ground
7 Oxygen Sensor Heater
8 Intake Air Temperature (IAT) sensor input

9 Fuel Pump Ground
10 Ground for IAT, TPS, MAP, O2 and Oil Sensors
11 Manifold Absolute Pressure (MAP) sensor input
12 Throttle Position Sensor (TPS) input
13 Speed Sensor Ground
14 Oil Temperature Sensor input
15 Ignition Switch (Switched +12V)
16 Power for TPS and MAP Sensors (+5V)
17 Oxygen Sensor (O2) input
18 Battery Power (Permanent +12V)

Grey Connector

Pin # Description

1 Not Used
2 Not Used
3 Malfunction Indicator Light (MIL) Ground
4 Not Used
5 Not Used
6 GCU Tach Output
7 Not Used
8 Not Used

9 Battery Ground
10 Ignition Coil #2 Ground
11 Not Used
12 Not Used
13 Not Used
14 Safety Switch Ground
15 Not Used
16 ECU
17 Fuel Pump Control (+12V)
18 Not Used

Pinout of ECU

2562 690 05 Rev. -- KohlerEngines.com

EFI SYSTEM

Never attempt to disassemble ECU. It is sealed to
prevent damage to internal components. Warranty is
void if case is opened or tampered with in any way.

All operating and control functions within ECU are
preset. No internal servicing or readjustment may
be performed. If a problem is encountered, and you
determine ECU to be faulty, contact your source of
supply.

ECU pins are coated at factory with a thin layer of
electrical grease to prevent fretting and corrosion. Do not
attempt to remove grease from ECU pins.

Relationship between ECU and throttle position sensor
(TPS) is very critical to proper system operation. If
TPS or ECU is changed, or mounting position of TPS
is altered, appropriate TPS Learn Procedure must be
performed to restore synchronization.

Any service to ECU, TPS/Throttle Body (including idle
speed increase over 300 RPM), or fuel pump module
replacement should include ECU Reset.

This will clear all trouble codes, all closed loop learned
offsets, all max values, and all timers besides permanent
hour meter.

This system will NOT reset when battery is
disconnected!

ECU Reset Procedure

1. Turn key/ignition OFF.

2. Install Red wire jumper from Kohler EFI service kit
on to service port (connect white wire to black wire in
4 way diagnostic port).

3. Turn key/ignition ON, then OFF and count 10
seconds.

4. Turn key/ignition ON, then OFF and count to 10
seconds a second time.

5. Remove Red wire jumper. Turn key/ignition ON, then
OFF and count to 10 seconds a third time. ECU is
reset.

A TPS Learn Procedure must be performed after ECU
Reset.

TPS Learn Procedure

1. Turn idle screw clockwise one full turn prior to key/
ignition ON after ECU Reset.

2. Start engine, run at low idle until engine is warm.

3. Idle speed must be above 1500 RPM. If below 1500
RPM, turn idle screw up to 1700 RPM and then shut
down engine and perform ECU Reset again.

4. Adjust idle speed down to 1500 RPM. Allow engine
to dwell at 1500 RPM for about 3 seconds.

5. After this, adjust idle speed to fi nal specifi ed speed
setting.

6. Turn key/ignition OFF and count to 10 seconds.

Learn procedure is complete.

26

62 690 05 Rev. --KohlerEngines.com

EFI SYSTEM

Sensor

U

B

Intake Air

M G

T

G

S

AM

F

R

M

Q

V

A

M

K

C

I

B

AP

A

W

J

W

K

J

M

M

F

E

M

G L

L

M

M

H

F

D B

H

AJ

AI

AH

AG

AF

AE

AD

O Rectifi er-Regulator

Stator

Crankshaft Position

Temperature Sensor

AI

Sensor

Oil Temperature

EFI Oil Temperature

Manifold Absolute

Sensor (some models)

AH

AM

only

Pressure Sensor

Electronic Governor

AG

O

Wiring Diagram

AL

H

H

M

N

Y

AK

M B

B

B

F

B

G

X

AC

AB

AA

Z

A Red B Red/Black C Red/White D Yellow E Light Green

F Dark Green G Dark Blue H Purple I Pink J Ta n

K White L Grey M Black N

Throttle Position

P 30A Fuse Q Battery R Fuel Pump S 6-Terminal Connector T Starter Motor

Z Fuel Injector #1 AA Fuel Injector #2 AB Ignition Coil #1 AC Ignition Coil #2 AD

U Oil Pressure Switch V MIL W 10A Fuse X Black Connector Y Grey Connector

Sensor

AE Oxygen Sensor AF

AJ Diagnostic Connector AK Grey/Blue AL

2762 690 05 Rev. -- KohlerEngines.com

EFI SYSTEM

Crankshaft Position Sensor

A sealed, non-serviceable assembly. If Fault Code
diagnosis indicates a problem within this area, test and
correct as follows.

1. Remove #2 side cylinder shroud to access. Check
mounting and air gap of sensor. It must be 0.20-0.70
mm (0.008-0.027 in.).

2. Inspect wiring and connections for damage or
problems.

3. Make sure engine has resistor type spark plugs.

4. Disconnect Black connector from ECU.

5. Connect an ohmmeter between #4 and #13 pin
terminals. A resistance value of 325-395 Ω at room
temperature (20°C, 68°F) should be obtained. If
resistance is correct, check mounting, air gap,
fl ywheel teeth (damage, run-out, etc.), and fl ywheel
key.

6. Disconnect crankshaft position sensor connector
from wiring harness. Test resistance between
terminals. A reading of 325-395 Ω should again be

obtained.

a. If resistance is incorrect, remove screws securing

sensor to mounting bracket and replace sensor.

b. If resistance in step 5 was incorrect, but

resistance of sensor alone was correct, test wire
harness circuits between sensor connector
terminals and corresponding pin terminals (#4
and #13) in main connector. Correct any
observed problem, reconnect sensor, and
perform step 5 again.

7. When fault is corrected and engine starts, clear fault
codes following ECU Reset procedure.

Throttle Position Sensor (TPS)
Resistance Table

Throttle

Position

Closed A & C 1400-1800 Yes

Full with

Stop Pin

Full without

Stop Pin

Any A & B 3000-7000 Yes

TPS is a sealed, non-serviceable assembly. If diagnosis
indicates a bad sensor, complete replacement is
necessary. If a blink code indicates a problem with TPS,
it can be tested as follows:

1. Counting number of turns, back out idle speed
adjusting screw (counterclockwise) until throttle
plates can be closed completely. Write this number
down for reference later.

2. Disconnect Black connector from ECU, but leave
TPS mounted to throttle body.

3. a. Use an ohmmeter and connect red (positive)

ohmmeter lead to Black pin 12 terminal and black
(negative) ohmmeter lead to Black pin 10 terminal
to test.

Between
Terminal

A & C 3200-4100 Yes

A & C 4600-5200 Yes

Resistance

Value (Ω)

Continuity

b. Hold throttle closed and check resistance. It

should be 1400-1800 Ω.

4. Leave leads connected to pin terminals as described
in step 3. Rotate throttle shaft slowly to full throttle
position. Monitor dial during rotation for indication of
any momentary short or open circuits. Note
resistance at full throttle position. It should be
4600-5200 Ω without a stop pin, or 3200-4100 Ω
with a stop pin.

5. Disconnect main wiring harness connector from
TPS, leaving TPS assembled to throttle body. Refer
to Resistance Table and perform resistance checks
indicated between terminals in TPS switch, with
throttle in positions specifi ed.

If resistance values in steps 3, 4, and 5 are within

specifi cations, go to step 6.

If resistance values are not within specifi cations, or a

momentary short or open circuit was detected during
rotation (step 4), TPS needs to be replaced, go to
step 7.

6. Check TPS circuits (input, ground) between TPS
plug and main harness connector for continuity,
damage, etc. Input pin is 12 and ground is pin 10.

a. Repair or replace as required.
b. Turn idle speed screw back in to its original

setting.

c. Reconnect connector plugs, start engine and

retest system operation.

7. #1 side fuel injector electrical connector may be
removed to access fastening screws. Remove two
mounting screws from TPS. Save screws for reuse.
Remove and discard faulty TPS. Install replacement
TPS and secure with original mounting screws.

a. Reconnect Black and TPS connector plugs.

Reconnect electrical connector to #1 side fuel
injector.

b. Perform TPS Learn Procedure integrating new

sensor to ECU.

Engine (Oil) Temperature Sensor

A sealed, non-serviceable assembly. A faulty sensor
must be replaced. If a blink code indicates a problem
with temperature sensor, it can be tested as follows:

1. Remove temperature sensor from crankcase and
cap or block sensor hole.

2. Wipe sensor clean and allow it to reach room
temperature (25°C, 77°F).

3. Unplug Black connector from ECU.

4. With sensor still connected, check temperature
sensor circuit resistance between Black pin 10 and
14 terminals. Value should be 9000-11000 Ω.

5. Unplug sensor from wire harness and check sensor
resistance separately across two pins. Resistance
value should again be 9000-11000 Ω.

a. If resistance is out of specifi cations, replace

temperature sensor.

b. If it is within specifi cations, proceed to Step 6.

28

62 690 05 Rev. --KohlerEngines.com

EFI SYSTEM

6. Check circuits (input, ground), from wire harness
connector to sensor plug for continuity, damage, etc.
Connect one ohmmeter lead to Black pin 14 in wire
harness connector (as in step 4). Connect other lead
to terminal #1 in sensor plug. Continuity should be
indicated. Repeat test between Black pin 10 and
terminal #2 in sensor plug.

Intake Air Temperature Sensor

A non-serviceable component. Complete replacement is
required if it is faulty. Sensor and wiring harness can be
checked as follows. Carefully unseat both clips securing
main fuel line to air cleaner bracket to access sensor.

1. Remove temperature sensor from throttle body.

2. Allow it to reach room temperature (20°C, 68°F).

3. Unplug Black connector from ECU.

4. With sensor still connected, check temperature
sensor circuit resistance between Black pin 10 and 8
pin terminals. Value should be 3100-3900 Ω.

5. Unplug sensor from wire harness and check sensor
resistance separately across two pins. Resistance
value should again be 3100-3900 Ω.

a. If resistance is out of specifi cations, replace

temperature sensor.

b. If it is within specifi cations, proceed to Step 6.

6. Check circuits (input, ground), from main harness
connector to sensor plug for continuity, damage, etc.
Connect one ohmmeter lead to Black pin 8 in main
harness connector (as in step 4). Connect other lead
to terminal #1 in sensor plug. Continuity should be
indicated. Repeat test between Black pin 10 and
terminal #2 in sensor plug.

7. Reinstall sensor and reposition main fuel line back
into clips on air cleaner bracket.

Oxygen Sensor (O2)

Components

Pin A

Pin D

Cutaway Oxygen Sensor Components (O2)

Pin B

Pin C

D

E

A

B

A Protection Shield B

C Lower Insulator D

E Upper Insulator F

G

Temperature must be controlled very accurately and gas
constituents measured to a high degree of accuracy for
absolute sensor measurements. This requires laboratory
equipment to determine a good or bad sensor in fi eld.
Furthermore, as with most devices, intermittent problems
are diffi cult to diagnose. Still, with a good understanding
of system and sensor, it is possible to diagnose many
sensor problems in fi eld.

Using diagnostic software connected to ECU is a useful
technique for observing sensor performance. However,
user must understand that such software reads a signal
generated by ECU. If there is an ECU or wiring problem,
readings could be misinterpreted as a sensor problem.
Digital nature of signal to software means that it is not
reading continuous output of sensor. A voltmeter can
also be used as an effective tool in diagnosing sensors.
It is advisable to use an electronic meter such as a
digital voltmeter. Simple mechanical meters may place
a heavy electrical load on sensor and cause inaccurate
readings. Since resistance of sensor is highest at
low temperatures, such meters will cause largest
inaccuracies when sensor is in a cool exhaust.

Visual Inspection

1. Look for a damaged or disconnected sensor-to­engine harness connection.

2. Look for damage to sensor lead wire or associated
engine wiring due to cutting, chaffi ng or melting on a
hot surface.

3. Disconnect sensor connector and look for corrosion
in connector.

4. Try reconnecting sensor and observe if problem has
cleared.

5. Correct any problems found during visual check.

High Temp

Water Seal

C

F

Planar Element

and Heater

Stainless Steel

Housing

Terminal Connection

to Element

G

2962 690 05 Rev. -- KohlerEngines.com

EFI SYSTEM

Sensor Signal Observation
NOTE: Do not cut into or pierce sensor or engine

wiring to make this connection. Sensor

produces a very small signal. Corrosion or
damage to wiring could lead to an incorrect
signal because of repairs or contamination to
sensor.

1. Using a voltmeter or diagnostic software observe
voltage before engine is started. With key ON,
voltage should read about 1.0 volt. This voltage is
generated by ECU. If it is not present, disconnect
sensor and observe voltage at harness connector. If
voltage is now present, there is a short in sensor or
associated wiring and corrective action should be
taken. If voltage still is not present, there is a
problem with ECU or engine harness.

2. Reconnect sensor and start engine. Run engine at
suffi cient speed to bring sensor up to operating
temperature. Maintain for 1 to 2 minutes to ensure
that engine has gone closed loop. Once in closed
loop, sensor voltage should cycle between about
100 to 250 mv (low speed idle) and 700 to 900 mv
(high speed no load). If this cycling is not observed,
a determination must be made, if problem is with
engine or sensor.

3. Check engine harness for battery voltage on heater
circuit.

Removal Inspection

NOTE: Apply anti-seize compound only to threads.

Anti-seize compound will affect sensor
performance if it gets into lower shield of
sensor.

1. If sensor has heavy deposits on lower shield,
engine, oil, or fuel may be source.

2. If heavy carbon deposits are observed, incorrect
engine fuel control may be occurring.

3. If sensor is at room temperature, measure between
signal leads, black wire (Pin C) and grey wire (Pin D)
attached to sensor. If resistance is less than one
megohm, sensor has an internal short.

4. With sensor at room temperature measure heater
circuit resistance, purple wire (Pin A) and white wire
(Pin B), resistance should be 8.1-11.1 Ω.

5. If a damaged sensor is found, identify root cause,
which may be elsewhere in application. Refer to
Troubleshooting-Oxygen Sensor (O2) table.

6. A special "dry to touch" anti-seize compound is
applied to all new oxygen sensors at factory. If
recommended mounting thread sizes are used, this
material provides excellent anti-seize capabilities
and no additional anti-seize is needed. If sensor is
removed from engine and reinstalled, anti-seize
compound should be reapplied. Use an oxygen
sensor safe type anti-seize compound. It should be
applied according to directions on label.

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62 690 05 Rev. --KohlerEngines.com

Troublshooting-Oxygen Sensor (O2)

Condition Possible Cause Conclusion

Low voltage output. Shorted sensor or sensor circuit.

Shorted lead wire.
Wiring shorted to ground.

Contamination of air reference. Remove source of external

Air leak at sensor or gasket, sensor
upper shield damage.

High voltage output. Silica poisoning. Replace sensor.

Contaminated gasoline. Use high quality fuel.
Engine problem; misfi re. Correct cause of misfi re.
Excessive rich air/fuel ratio. Check for high fuel pressure

Wiring shorted to voltage. Repair wiring.

Open circuit, no activity from sensor. Broken element.

Sensor dropped.
Hard blow to engine or exhaust

system.
Defective sensor.
Thermal shock.

Slow time response. Open heater circuit.

Improper handling.
Carbon deposits.

Improper fueling. Correct fueling.
Incorrect or contaminated fuel. Use high quality fuel.
Excessive engine oil consumption

causing exhaust contamination or
other exhaust side contamination.

Heater circuit open/shorted or out of
specifi cation.

Manifold Absolute Pressure Sensor (MAP)

A sealed, non-serviceable assembly. A faulty sensor
must be replaced. If a blink code indicates a problem
with manifold absolute pressure sensor, it can be tested
as follows:

1. Make sure all connections are making proper
contact and are free of dirt and debris. Remove
blower housing. Slide locking tab out and pull off
manifold absolute pressure connector. Turn key
switch to ON and check with a volt meter by
contacting red lead to pin 1 and black lead to pin 2.
There should be 5 volts present, indicating ECU and
wiring harness are functioning.

2. Check continuity in wire harness. Ohms between Pin
3 at sensor connector and Black pin 11 connector at
ECU should be near zero ohms. If no continuity is
measured or very high resistance, replace wire
harness.

3. Check to make sure intake manifold is not loose and
MAP sensor is not loose. Loose parts would allow a
vacuum leak, making MAP sensor report misleading
information to ECU.

a. Tighten all hardware and perform an ECU Reset

and a TPS Learn Procedure to see if MIL will
display a fault with MAP sensor again. If MIL fi nds
a fault with MAP sensor, replace it.

Replace sensor or repair wiring.

contamination, protect air reference
area.

Use recommended torque at
installation, replace gasket or sensor.

Revise application exhaust.
Shield sensor from damage.

Leaking injector
Liquid fuel in vent line

Replace sensor.

Replace sensor.

Correct engine condition.

Repair short in harness wires, replace
sensor.

EFI SYSTEM

3162 690 05 Rev. -- KohlerEngines.com

EFI SYSTEM

Fuel Injectors

WARNING

Explosive Fuel can cause fi res and severe
burns.

Fuel system ALWAYS remains under HIGH
PRESSURE.

Wrap a shop towel completely around fuel pump
module connector. Press release button(s) and slowly
pull connector away from fuel pump module allowing
shop towel to absorb any residual fuel in high pressure
fuel line. Any spilled fuel must be completely wiped up
immediately.

Details

B

C

E

F

H

A Electrical Connection B Upper O-ring
C Solenoid Winding D Armature
E Valve Housing F Valve Seat

G Valve End H Lower O-ring

I Director Plate

NOTE: Do not apply voltage to fuel injector(s).

Excessive voltage will burn out injector(s). Do
not ground injector(s) with ignition ON.
Injector(s) will open/turn on if relay is energized.

NOTE: When cranking engine with injectors

disconnected, fault codes will be registered in
ECU and will need to be cleared using software
fault clear or an ECU Reset and TPS Learn
Procedure.

Injector problems typically fall into three general
categories: electrical, dirty/clogged, or leakage. An
electrical problem usually causes one or both of injectors
to stop functioning. Several methods may be used to
check if injectors are operating.

1. With engine running at idle, listen for a buzzing or
clicking sound.

A

D

G

I

2. Disconnect electrical connector from an injector and
listen for a change in idle performance (only running
on one cylinder) or a change in injector noise or
vibration.

If an injector is not operating, it can indicate either a bad
injector, or a wiring/electrical connection problem. Check
as follows:

1. Disconnect electrical connector from both injectors.
Plug a 12 volt noid light into one connector.

2. Make sure all safety switch requirements are met.
Crank engine and check for fl ashing of test light.
Turn key OFF for at least 10 seconds between tests
to allow ECU to go to sleep and reawake. Repeat
test at other connector.

a. If fl ashing occurs, use an ohmmeter (Rx1 scale)

and check resistance of each injector across two
terminals. Proper resistance is 11-13 Ω. If injector
resistance is correct, check whether connector
and injector terminals are making a good
connection. If resistance is not correct, replace
injector.

Check all electrical connections, connectors, and wiring
harness leads if resistance is incorrect.

Injector leakage is very unlikely, but in those rare
instances it can be internal (past tip of valve needle),
or external (weeping around injector O-rings). Loss of
system pressure from leakage can cause hot restart
problems and longer cranking times. To check for
leakage it will be necessary to loosen or remove blower
housing which may involve removing engine from unit.
Refer to Disassembly for removal of injector.

1. Remove manifold mounting bolts and separate
throttle body/manifold from engine leaving TPS, high
pressure fuel line, injectors and fuel line connections
intact. Discard old gaskets.

2. Position manifold assembly over an appropriate
container to capture fuel and turn key switch ON to
activate fuel pump and pressurize system. Do not
turn switch to START position.

NOTE: Fuel pump module pins are coated with a thin

layer of electrical grease to prevent fretting and
corrosion. Do not attempt to remove electrical
grease from fuel pump module pins.

3. If either injector exhibits leakage of more than two to
four drops per minute from tip, or shows any sign of
leakage around outer shell, turn ignition switch OFF
and replace injector as follows.

4. Depressurize fuel system.

5. Clean any dirt accumulation from sealing/mounting
area of faulty injector(s) and disconnect electrical
connector(s).

6. Pull retaining clip off top of injector(s). Remove
screw holding injector(s) from manifold.

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EFI SYSTEM

7. Reverse appropriate procedures to install new
injector(s) and reassemble engine. Use new O-rings
and retaining clips any time an injector is removed
(new replacement injectors include new O-rings and
retaining clips). Lubricate O-rings lightly with clean
engine oil. Use installation tool provided with O-rings
to install new upper O-ring. Place tool into fuel
injector inlet. Place one side of O-ring into O-ring
groove and roll O-ring over tool onto fuel injector.
Torque screw securing fuel injector caps and blower
housing mounting screws to 7.3 N·m (65 in. lb.), and
intake manifold and air cleaner mounting screws to

10.5 N·m (93 in. lb.). An ECU Reset will need to be
completed.

Injector problems due to dirt or clogging are generally
unlikely due to design of injectors, high fuel pressure,
and detergent additives in gasoline. Symptoms that
could be caused by dirty/clogged injectors include
rough idle, hesitation/stumbling during acceleration, or
triggering of fault codes related to fuel delivery. Injector
clogging is usually caused by a buildup of deposits
on director plate, restricting fl ow of fuel, resulting in
a poor spray pattern. Some contributing factors to
injector clogging include higher than normal operating
temperatures, short operating intervals, and dirty,
incorrect, or poor quality fuel. Cleaning of clogged
injectors is not recommended; they should be replaced.
Additives and higher grades of fuel can be used as a
preventative measure if clogging has been a problem.

Ignition Coil

If a coil is determined to be faulty, replacement is
necessary. An ohmmeter may be used to test wiring and
coil windings.

NOTE: Do not ground primary coil with ignition ON as

they may overheat or spark.

NOTE: Always disconnect spark plug lead from spark

plug before performing following tests.

NOTE: If ignition coil(s) are disabled and an ignition

fault is registered, system will automatically
disable corresponding fuel injector drive
signal. Fault must be corrected to ignition coil

and ECU power (switch) must be turned OFF for
10 seconds for injector signal to return. This is a
safety measure to prevent bore washing and oil
dilution.

Testing

Using an ohmmeter set on Rx1 scale, check resistance
in circuits as follows:

1. To check cylinder coil 1 (starter side), disconnect
Black connector from ECU and test between Black
pins 1 and 15. To check cylinder coil 2 (oil fi lter side),
disconnect Grey connector from ECU and test
between Grey pins 10 and 17. Wiring and coil
primary circuits are OK if readings are 0.5-0.8 

2. If reading(s) are not within specifi ed range, check
and clean connections and retest.

3. If reading(s) are still not within specifi ed range, test
coils separately from main harness as follows:

a. Remove screw retaining coil to housing and

disconnect primary leads connector.

b. Connect an ohmmeter set on Rx1 scale to

primary terminals of coil. Primary resistance
should be 0.5-0.8 Ω.

c. Connect an ohmmeter set on Rx10K scale

between spark plug boot terminal and B+ primary
terminal. Secondary resistance should be 6400­7800 Ω.

d. If secondary resistance is not within specifi ed

range, coil is faulty and needs to be replaced.

FUEL COMPONENTS

WARNING

Explosive Fuel can cause fi res and severe
burns.

Fuel system ALWAYS remains under HIGH
PRESSURE.

Wrap a shop towel completely around fuel pump
module connector. Press release button(s) and slowly
pull connector away from fuel pump module allowing
shop towel to absorb any residual fuel in high pressure
fuel line. Any spilled fuel must be completely wiped up
immediately.

Fuel Pump

Fuel pump module is not serviceable and must be
replaced if determined to be faulty. If a fuel pump
problem is suspected, make certain pump is being
activated, all electrical connections are properly secured,
fuses are good, and a minimum of 7.0 volts is being
supplied. If during cranking, voltage drops below 7.0
volts, a reduction of fuel pressure may occur resulting in
a lean starting condition. If required, testing of fuel pump
may be conducted.

1. Relieve fuel pressure at fuel pump module. Fuel
pump module may need to be loosened or pulled
away from engine. Disconnect fuel coupler from fuel
pump module and insert pressure test jumper (from
Kohler EFI Service Kit) between high pressure fuel
line and fuel pump module.

2. Connect black hose of Pressure Tester. Route clear
hose into a portable gasoline container or equipment
fuel tank.

3. Turn on key switch to activate pump and check
system pressure on gauge. It may take several key
cycles to compress air introduced into system and
reach regulated pressure. If system pressure of 39
psi ± 3 is observed, wiring, fuel pump, and regulator
are working properly. Turn key switch OFF and
depress valve button on tester to relieve system
pressure.

a. If pressure is too high or too low, replace fuel

pump module.

4. If pump did not activate (step 3), disconnect plug
from fuel pump. Connect a DC voltmeter across
terminals in plug, turn on key switch and observe if a
minimum of 7 volts is present during six second
prime process.

3362 690 05 Rev. -- KohlerEngines.com

EFI SYSTEM

5. If no voltage is observed, connect red lead of meter to red wire of plug and black lead to a good ground while key
is still ON.

6. If voltage is between 7 and 14, turn key switch OFF and connect an ohmmeter between terminals on pump to
check for continuity.

a. If there was no continuity between pump terminals, replace fuel pump.
b. If voltage was below 7, test wiring harness.

7. If voltage at plug was good, and there was continuity across pump terminals, reconnect plug to pump, making
sure you have a good connection. Turn on key switch and listen for pump to activate.

a. If pump starts, repeat steps 2 and 3 to verify correct pressure.
b. If pump still does not operate, replace it.

High Pressure Fuel Line

High pressure fuel line is mounted to bracket on intake manifold and #2 side baffl es. No specifi c servicing is required
unless operating conditions indicate that it needs replacement. Thoroughly clean area around all joints and relieve any
pressure before starting any disassembly. Detach by removing two mounting screws, wire ties, and injector retaining
clips.

Purge Port and Vent Hose Assembly

No specifi c servicing is required for vent hose assembly or purge port unless operating conditions indicate
replacement is required. All components are serviced individually. Abrasion sleeves on hoses should be reused
or replaced when servicing vent hoses. Please note vent hose routing and replicate after service or component
replacement to prevent pinching or abrasion of vent hoses. Only Kohler replacement parts can be used because fi tting
is specifi c to system and must be maintained. Visit KohlerEngines.com for recommended Kohler replacement parts.

Throttle Body/Intake Manifold Assembly

NOTE: ECU Reset is required if throttle body is replaced.
Throttle body is serviced as an assembly, with throttle shaft, TPS, throttle plate, and idle speed adjusting screw

installed. Throttle shaft rotates on needle bearings (non-serviceable), capped with seals to prevent air leaks.

TROUBLESHOOTING

Troubleshooting Guide

Condition Possible Cause

Fuel pump not running.

Faulty spark plugs.

Old/stale fuel.

Incorrect fuel pressure.

Crankshaft position sensor loose or faulty.

Engine Starts Hard

or Fails to Start

When Cold.

TPS set incorrect (ECU Reset and TPS Learn).

TPS faulty.

Engine temp sensor faulty.

Faulty coils.

Low system voltage.

Faulty injectors.

Faulty battery.

Loose or corroded connections.

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62 690 05 Rev. --KohlerEngines.com

Troubleshooting Guide

Condition Possible Cause

Faulty spark plugs.

Fuel pump not running.

Fuel pressure low.

Engine Starts Hard

or Fails to Start

When Hot.

Engine Stalls or

Idles Roughly

(cold or warm).

Engine Misses,

Hesitates, or Stalls

Under Load.

Low Power

Insuffi cient fuel delivery.

TPS set incorrect (ECU Reset and TPS Initialization).

Crankshaft position sensor loose or faulty.

TPS faulty.

Engine temp sensor faulty.

Faulty injectors.

Faulty spark plugs.

Insuffi cient fuel delivery.

TPS set incorrect.

TPS faulty.

Faulty engine temperature sensor.

Faulty injectors.

Fuel injector(s), fuel fi lter, fuel line, or fuel pick-up dirty/restricted.

Dirty air cleaner.

Insuffi cient fuel pressure or fuel delivery.

Vacuum (intake air) leak.

Improper governor setting, adjustment or operation.

TPS faulty, mounting problem or TPS Initialization Procedure incorrect.

Bad coil(s), spark plug(s), or wires.

Faulty/malfunctioning ignition system.

Dirty air fi lter.

Insuffi cient fuel delivery.

Improper governor adjustment.

Plugged/restricted exhaust.

One injector not working.

Basic engine problem exists.

TPS faulty or mounting exists.

Throttle plate in throttle body not fully opening to WOT stop (if equipped).

EFI SYSTEM

3562 690 05 Rev. -- KohlerEngines.com

EFI SYSTEM

Function Test

WARNING

High Pressure Fluids can puncture skin and
cause severe injury or death.

Do not work on fuel system without proper
training or safety equipment.

Fluid puncture injuries are highly toxic and hazardous.
If an injury occurs, seek immediate medical attention.

Function of fuel system is to provide suffi cient delivery
of fuel at system operating pressure of 39 psi ± 3. If an
engine starts hard, or turns over but will not start, it may
indicate a problem with EFI fuel system. A quick test will
verify if system is operating.

1. Disconnect and ground spark plug leads.

2. Complete all safety interlock requirements and crank
engine for approximately 3 seconds.

3. Remove spark plugs and check for fuel at tips.

a. If there is fuel at tips of spark plugs fuel pump and

injectors are operating.

b. If there is no fuel at tips of spark plugs, check

following:

1. Make sure fuel tank contains clean, fresh,

proper fuel.

2. Make sure that vent in fuel tank is open.

3. Make sure fuel tank valve (if equipped) is fully

opened.

4. Make sure battery is supplying proper voltage.

5. Check that fuses are good, and that no

electrical or fuel line connections are damaged
or broken.

6. Test fuel pump module operation as described

earlier under Fuel Pump.

Fault Codes
Example of Diagnostic Display

One second pause

(1)

One second pause

One second pause

(7)

Three second pause

(6)

One second pause

(1)

(0)

(0)

End Code 61

Fault

Code

0107

Diagnostic Fault Code Summary

Fault Code Connection or Failure Description

0031 Oxygen Sensor Heater Circuit High Voltage
0032 Oxygen Sensor Heater Circuit Low Voltage
0107 Manifold Absolute Pressure Sensor Circuit Low Voltage or Open
0108 Manifold Absolute Pressure Sensor Circuit High Voltage
0112 Intake Air Temperature Sensor Circuit Low Voltage
0113 Intake Air Temperature Sensor Circuit High Voltage or Open
0117 Coolant/Oil Temperature Sensor Circuit Low Voltage
0118 Coolant/Oil Temperature Sensor Circuit High Voltage or Open
0122 Throttle Position Sensor Circuit Low Voltage or Open
0123 Throttle Position Sensor Circuit High Voltage
0131 Oxygen Sensor 1 Circuit Low Voltage, or Open
0132 Oxygen Sensor 1 Circuit High Voltage
0171 Maximum Adaptation Limit Exceeded
0172 Minimum Adaptation Limit Exceeded
0174 Lean Fuel Condition at High Load (Open Loop)
0201 Injector 1 Circuit Malfunction
0202 Injector 2 Circuit Malfunction

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62 690 05 Rev. --KohlerEngines.com

0230 Fuel Pump Module Circuit Low Voltage or Open
0232 Fuel Pump Module Circuit High Voltage
0336 Crankshaft Position Sensor Noisy Signal
0337 Crankshaft Position Sensor No Signal
0351 Cylinder 1 Ignition Coil Malfunction
0352 Cylinder 2 Ignition Coil Malfunction
0562 System Voltage Low
0563 System Voltage High
1693 Tach Output (ECU) Low
1694 Tach Output (ECU) High

61 End of Code Transmission

ECU continuously monitors engine operation against
preset performance limits. If operation is outside limits,
ECU activates MIL, if equipped, and stores a diagnostic
code in its fault memory. If component or system
returns to proper function, ECU will turn off MIL. If MIL
stays illuminated, it warns customer a fault is currently
happening, and dealer service is required. Upon receipt,
dealer technician can access fault code(s) to help
determine what portion of system is malfunctioning.

Codes are accessed through key switch and displayed
as blinks or fl ashes of MIL. Access codes as follows:

1. Check that battery voltage is above 11 volts.

2. Start with key switch OFF.

3. Turn key switch to ON and OFF, then ON and OFF,

then ON, leaving it on in third sequence. Do not start
engine. Time between sequences must be less than

2.5 seconds.

4. MIL will blink a series of times. Number of times MIL

blinks represents a number in blink code.

5. A sequence of four digits make up a fault code.

There is a one (1) second pause between blinks of a
fault code. There is a three (3) second pause
between separate fault codes. After fault code(s) are
blinked a two digit 61 is blinked to indicate program
has completed.

a. It’s a good idea to write down codes as they

appear, as they may not be in numerical
sequence.

b. Code 61 will always be last code displayed,

indicating end of code transmission. If code 61
appears immediately, no other fault codes are
present.

After problem has been corrected, fault codes may
be cleared by following ECU Reset and TPS Learn
Procedures.

Diagnostic Fault Code Summary lists fault codes, and
what they correspond to. Diagnostic Code Summary
is a list of individual codes with an explanation of what
triggers them, what symptoms might be expected, and
probable causes.

EFI SYSTEM

A MIL may not be provided with engine. If equipment
manufacturer has not added a MIL to equipment, one
can be added easily for quick diagnostics. Main engine
to vehicle connection will have a tan wire which is
ground for MIL. Either incandescent or LED type bulbs
can be used for MIL as long as they do not draw more
than 0.1 amps. Bulb needs to be rated at 1.4 Watts or
less, or needs to have a total resistance of 140 Ω or
more. LEDs typically draw less than 0.03 amps. Attach
+12 volts to positive terminal of bulb and attach ground
terminal of bulb to tan wire.

Diagnostic Code Summary
Code 0031

Component: Oxygen Sensor Heater
Fault: O2S Heater Circuit High Voltage
Condition: System voltage too high, shorted

connection or faulty sensor.

Conclusion: Oxygen Sensor Related

● Sensor connector or wiring problem.

● Sensor damaged.

● Pin circuit wiring or connectors at Black

7.

ECU Related

● ECU-to-harness connection problem.

Code 0032

Component: Oxygen Sensor Heater
Fault: O2S Heater Circuit Low Voltage
Condition: System voltage too low, open connection

or faulty sensor.

Conclusion: Engine Wiring Harness Related

● Pin circuit wiring or connectors.
ECU black pin 7 or broken wire.

Oxygen Sensor Related

● Sensor connector or wiring problem.

Poor system ground from ECU to engine
or battery to engine.

3762 690 05 Rev. -- KohlerEngines.com

EFI SYSTEM

Code 0107

Component: Manifold Absolute Pressure Sensor
Fault: MAP Circuit Low Voltage or Open
Condition: Intake manifold leak, open connection or

faulty sensor.

Conclusion: MAP Sensor Related

● Sensor malfunction.

● Vacuum leaks from loose manifold or

sensor.

Wire Harness Related

● Poor grounding or open circuit.

● Wire harness and connectors loose,

damaged or corroded.

● Pin circuit wiring or connectors at Black

10, 11 and 16.

Bad TPS Learn.

Code 0108

Component: Manifold Absolute Pressure Sensor
Fault: MAP Circuit High Voltage
Condition: Intake manifold leak, shorted connection

or faulty sensor.

Conclusion: MAP Sensor Related

● Sensor malfunction.

● Vacuum leaks from loose manifold or

sensor.

Wire Harness Related

● Poor grounding.

● Pin circuit wiring or connectors at Black

11.

Bad TPS Learn.

Code 0112

Component: Intake Air Temperature Sensor
Fault: Intake Air Temperature Sensor Circuit

Low Voltage

Condition: Shorted connection, faulty sensor or

shorted wire.

Conclusion: Temperature Sensor Related

● Sensor wiring or connection.

Engine Wiring Harness Related

● Pin circuits Black 10 and Black 8 may

be damaged or routed near noisy
signal (coils, alternator, etc.).

● ECU-to-harness connection problem.

Code 0113

Component: Intake Air Temperature Sensor
Fault: Intake Air Temperature Sensor Circuit

High Voltage or Open

Condition: Shorted connection, faulty sensor, broken

wire or connection.

Conclusion: Temperature Sensor Related

● Sensor wiring or connection.

Engine Wiring Harness Related

● Pin circuits ECU Black pin 10 and 8

may be damaged.

● ECU-to-harness connection problem or

broken wire.

Code 0117

Component: Coolant/Oil Sensor
Fault: Coolant/Oil Temperature Sensor Circuit

Low Voltage

Condition: Shorted connection, faulty sensor or

shorted wire.

Conclusion: Temperature Sensor Related

● Sensor wiring or connection.

Engine Wiring Harness Related

● Pin circuits Black 10 and Black 14

maybe damaged or routed near noisy
signal (coils, stator, etc.).

● ECU-to-harness connection problem.

Code 0118

Component: Coolant/Oil Sensor
Fault: Coolant/Oil Temperature Sensor Circuit

High Voltage or Open

Condition: Shorted connection, faulty sensor, open

connection or broken wire.

Conclusion: Temperature Sensor Related

● Sensor wiring or connection.

Engine Wiring Harness Related

● Pin circuits ECU Black pin 10 and 14

may be damaged.

● ECU-to-harness connection problem or

broken wire.

System Related

● Engine is operating above 176°C

(350°F) temperature sensor limit.

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62 690 05 Rev. --KohlerEngines.com

EFI SYSTEM

Code 0122

Component: Throttle Position Sensor (TPS)
Fault: TPS Circuit Low Voltage or Open
Condition: Open connection, broken wire or faulty

sensor.

Conclusion: TPS Related

● TPS bad or worn internally.

Engine Wiring Harness Related

● Broken or shorted wire in harness.
ECU Black pin 10 to TPS pin 1.
ECU Black pin 12 to TPS pin 3.
ECU Black pin 16 to TPS pin 2.

Throttle Body Related

● Throttle shaft inside TPS worn, broken,

or damaged.

● Throttle plate loose or misaligned.

● Throttle plate bent or damaged

allowing extra airfl ow past, or restricting
movement.

ECU Related

● Circuit providing voltage or ground to

TPS damaged.

● TPS signal input circuit damaged.

Code 0123

Component: Throttle Position Sensor (TPS)
Fault: TPS Circuit High Voltage
Condition: Shorted connection or faulty sensor.
Conclusion: TPS Sensor Related

● Sensor connector or wiring.

● Sensor output affected or disrupted by

dirt, grease, oil, wear.

● Sensor loose on throttle body manifold.

Code 0131

Component: Oxygen Sensor
Fault: O2S 1 Circuit Low Voltage
Condition: Open connection, broken wire or faulty

sensor.

Conclusion: Oxygen Sensor Related

● Sensor connector or wiring problem.

● Sensor contaminated, corroded or

damaged.

● Poor ground path.

● Pin circuit wiring or connectors.

ECU Black pin 10 or 17.

TPS Learn Procedure Incorrect

● Lean condition (check oxygen sensor

signal with VOA and see Oxygen
Sensor section).

Engine wiring harness related such as a
cut wire, broken or pinched.

Code 0132

Component: Oxygen Sensor
Fault: O2S 1 Circuit High Voltage
Condition: Shorted connection or faulty sensor.
Conclusion: Oxygen Sensor Related

● Sensor connector or wiring problem.

● Sensor contaminated or damaged.

● Poor ground path.

● Pin circuit wiring or connectors.

ECU Black pin 10 or Black pin 17.

Engine Wiring Harness Related

● Difference in voltage between sensed

voltage and actual sensor voltage.

● Short in wire harness.

Throttle Body Related

● Throttle shaft or bearings worn/

damaged.

Engine Wiring Harness Related

● ECU pins Black 10, 12 and 16

damaged (wiring, connectors).

● ECU pins Black 10, 12 and 16 routed

near noisy electrical signal (coils,
alternator).

● Intermittent 5 volt source from ECU

(pin Black 16).

● ECU-to-harness connection problem.

3962 690 05 Rev. -- KohlerEngines.com

EFI SYSTEM

Code 0171

Component: Fuel System
Fault: Maximum adaptation limit exceeded
Condition: Fuel inlet screen/fi lter plugged, low

pressure at high pressure fuel line, TPS
malfunction, shorted connection, faulty
sensor, low fuel or wrong fuel type.

Conclusion: Oxygen Sensor Related

● Corrosion or poor connection.

● Sensor contaminated or damaged.

● Air leak into exhaust.

● Poor ground path.

● Pin circuit wiring or connectors.

ECU Black pin 10 or Black pin 17.

TPS Sensor Related

● Throttle plate position incorrect during

Learn procedure.

● TPS problem or malfunction.

Engine Wiring Harness Related

● Difference in voltage between sensed

voltage and actual sensor voltage.

● Problem in wiring harness.

● ECU-to-harness connection problem.

Systems Related

● Ignition (spark plug, plug wire, ignition

coil).

● Fuel (fuel type/quality, injector, fuel

pressure too low, fuel pump module or
lift pump).

● Combustion air (air cleaner dirty/

restricted, intake leak, throttle bores).

● Base engine problem (rings, valves).

● Exhaust system leak (muffl er, fl ange,

oxygen sensor mounting boss, etc.).

● Fuel in crankcase oil.

Code 0172

Component: Fuel System
Fault: Minimum adaptation limit exceeded
Condition: Too high pressure at high pressure fuel

line, TPS malfunction, shorted
connection, faulty sensor or fuel pump
module failure.

Conclusion: Oxygen Sensor Related

● Sensor connector or wiring.

● Sensor contaminated or damaged.

● Poor ground path.

● Pin circuit wiring or connectors.

ECU Black pin 10 or 17.

TPS Sensor Related

● Throttle plate position incorrect during

Learn procedure.

● TPS problem or malfunction.

Engine Wiring Harness Related

● Difference in voltage between sensed

voltage and actual sensor voltage.

● Problem in wiring harness.

● ECU-to-harness connection problem.

Systems Related

● Ignition (spark plug, plug wire, ignition

coil).

● Fuel (fuel type/quality, injector, fuel

pressure too high, fuel pump module or
lift pump).

● Combustion air (air cleaner dirty/

restricted).

● Base engine problem (rings, valves).

● Fuel in crankcase oil.

● Fuel pump module is over fi lled.

● Lift pump diaphragm is ruptured.

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62 690 05 Rev. --KohlerEngines.com

EFI SYSTEM

Code 0174

Component: Fuel System
Fault: Lean fuel condition
Condition: Fuel inlet screen/fi lter plugged, low

pressure at high pressure fuel line, TPS
malfunction, shorted connection or faulty
sensor.

Conclusion: TPS Learn Incorrect

● Lean condition (check oxygen sensor

signal with VOA and see Oxygen
Sensor).

Engine Wiring Harness Related

● Pin circuit wiring or connectors.
ECU pin Black 10, 12, 16 and 17.

Low Fuel Pressure

● Plugged fi lters.

● Bad lift pump.

Oxygen Sensor Related

● Sensor connector or wiring problem.

● Exhaust leak.

● Poor ground.

Poor system ground from ECU to engine,
causing rich running while indicating lean.

Fuel pump module connection. See Fuel
Components.

Code 0201

Component: Fuel Injector
Fault: Injector 1 Circuit Malfunction
Condition: Injector damaged or faulty, shorted or

open connection.

Conclusion: Injector Related

● Injector coil shorted or opened.

Code 0202

Component: Fuel Injector
Fault: Injector 2 Circuit Malfunction
Condition: Injector damaged or faulty, shorted or

open connection.

Conclusion: Injector Related

● Injector coil shorted or opened.

Engine Wiring Harness Related

● Broken or shorted wire in harness.
ECU pin Black 6.

● Wiring from Ignition.

ECU Related

● Circuit controlling injector #2 damaged.

Code 0230

Component: Fuel Pump
Fault: Circuit Low Voltage or Open
Condition: Shorted or open connection.
Conclusion: Fuel Pump Related

● Fuel pump module open or shorted

internally.

Engine Wiring Harness related

● Broken or shorted wire in harness.
ECU pin Black 9 or Grey 17.

ECU Related

● ECU is damaged.

Code 0232

Component: Fuel Pump
Fault: Circuit High Voltage
Condition: Shorted connection.
Conclusion: Fuel Pump Related

● Fuel pump module damaged internally.

Engine Wiring Harness Related

● Broken or shorted wire in harness.
ECU pin Black 5.

● Wiring from Ignition.

ECU Related

● Circuit controlling injector #1 damaged.

Charging Output System Too High.

4162 690 05 Rev. -- KohlerEngines.com

EFI SYSTEM

Code 0336

Component: Crankshaft Position Sensor
Fault: Crankshaft Position Sensor Noisy Signal
Condition: Air gap incorrect, loose sensor, faulty/bad

battery, shorted or faulty connection,
faulty sensor or faulty sensor grounding.

Conclusion: Crankshaft Position Sensor Related

● Sensor connector or wiring.

● Sensor loose or air gap incorrect.

Crankshaft Position Sensor Wheel
Related

● Damaged teeth.

● Gap section not registering.

Engine Wiring Harness Related

● Pin circuit wiring or connectors.
ECU pin Black 4 and Black 13.

● ECU-to-harness connection problem.

Ignition System Related

● Non-resistor spark plug(s) used.

● Faulty or disconnected ignition coil or

secondary lead.

Code 0337

Component: Crankshaft Position Sensor
Fault: Crankshaft Position Sensor No Signal
Condition: Air gap incorrect, loose sensor, open or

shorted connection or faulty sensor.

Conclusion: Crankshaft Position Sensor Related

● Sensor connector or wiring.

● Sensor loose or air gap incorrect.

Crankshaft Position Sensor Wheel
Related

● Damaged teeth.

Engine Wiring Harness Related

● Pin circuit wiring or connectors.
ECU pin Black 4 or Black 13.

● ECU-to-harness connection problem.

Code 0352

Component: Ignition Coil
Fault: Cylinder 2 Ignition Coil Malfunction
Condition: Broken wire in harness (may not be

visible), shorted connection or faulty
sensor.

Conclusion: Engine Wiring Harness Related

● Connection to ignition or fuse.

● Pin circuit wiring or connectors.

ECU pin Grey 10.

● ECU-to-harness connection problem.

Ignition System Related

● Incorrect spark plug(s) used.

● Poor connection to spark plug.

Code 0562

Component: System Voltage
Fault: System Voltage Low
Condition: Faulty voltage regulator, bad fuse or

shorted connection.

Conclusion: Corroded Connections

Bad Stator

Bad Battery

● Low output charging system.

● Poor magnet in fl ywheel.

● Bad or missing fuse.

Code 0563

Component: System Voltage
Fault: System Voltage High
Condition: Faulty voltage regulator or shorted

connection.

Conclusion: Faulty Rectifi er-Regulator

Bad Stator.

Bad Battery.

If code is stored in fault history and starts
normally. Clear code, no other service
required.

Code 0351

Component: Ignition Coil
Fault: Cylinder 1 Ignition Coil Malfunction
Condition: Broken wire in harness (may not be

visible), shorted connection or faulty
sensor.

Conclusion: Engine Wiring Harness Related

● Connection to ignition or fuse.

● Pin circuit wiring or connectors.

● ECU pin Black 1.

● ECU-to-harness connection problem.

Ignition System Related

● Incorrect spark plug(s) used.

● Poor connection to spark plug.

42

Code 1693

Component: Tach Output (ECU)
Fault: Tach Circuit Low
Condition: Tachometer output circuit short to ground.
Conclusion: Bad Tach Wire (grounded).

GCU circuit short to ground.

Code 1694

Component: Tach Output (ECU)
Fault: Tach Circuit High
Condition: Tachometer output circuit short to battery.
Conclusion: ECU or GCU circuit error.

Code 61

Component: End of Code Transmission

62 690 05 Rev. --KohlerEngines.com

EFI SYSTEM

Troubleshooting Flow Chart

Following fl ow chart provides an alternative method
of troubleshooting EFI system. Chart will enable you
to review entire system in about 10-15 minutes. Using
chart, accompanying diagnostic aids (listed chart), and
any signaled fault codes, you should be able to quickly
locate any problems within system.

Flow Chart Diagnostic Aids

Diagnostic Aid #1 SYSTEM POWER

(MIL does not illuminate when key is turned ON)
NOTE: MIL is installed by vehicle OEM. Twelve volt

supply to bulb will be part of vehicle wire
harness. Kohler key switch model will have MIL
on engine with 12V supply to bulb.

Conclusion

● Battery

● Main system fuse

● MIL light bulb burned out

● MIL electrical circuit problem

Pin circuits Grey 3.

● Ignition switch

● Permanent ECU power circuit problem

Pin circuit Black 18.

● Switched ECU power circuit problem
Pin circuit Black 15.

● ECU grounds

● ECU

Diagnostic Aid #2 FAULT CODES

Refer to Diagnostic Fault Code Summary.

Diagnostic Aid #3 RUN/ON

(MIL remains ON while engine is running)*

Condition

NOTE: Either incandescent or LED type bulbs can be

used for MIL as long as they do not draw more
than 0.1 amps. Bulb needs to be rated at 1.4
Watts or less, or needs to have a total resistance
of 140 Ω or more. LEDs typically draw less than

0.03 amps.

All current fault codes will turn on MIL when engine is
running.

Diagnostic Aid #4 CRANKSHAFT POSITION SENSOR

(MIL does not turn off during cranking)

Condition

● Crankshaft position sensor

● Crankshaft position sensor circuit problem, pin circuits

Black 4 and Black 13.

● Crankshaft position sensor/toothed wheel air gap

● Toothed wheel

● Flywheel key sheared

● ECU

Diagnostic Aid #6 IGNITION SYSTEM

(no spark)

Condition

● Spark plug

● Plug wire

● Coil

● Coil circuit(s), pin circuits Grey 10 and Black 1.

● ECU grounds

● ECU

● Vehicle safety interlocks, ground signal on safety wire.

Diagnostic Aid #7 FUEL SYSTEM ELECTRICAL

(no fuel delivery)

Condition

● No fuel

● Air in high pressure fuel line

● Fuel valve shut OFF

● Fuel fi lter/line plugged

● Injector circuit(s), pin circuits Black 5 and Black 6

● Injector

● ECU grounds

● ECU

● Lift pump not working

Diagnostic Aid #8 FUEL SYSTEM

(fuel pressure)

Low Fuel Pressure-Condition

● Low fuel

● Fuel fi lter plugged

● Fuel supply line plugged

● Lift fuel pump - insuffi cient fuel supply

● Fuel pump (lift or module) - internally plugged

Low Fuel Pressure-Condition

● Pressure regulator not functioning properly inside fuel

pump module.

Diagnostic Aid #9 BASIC ENGINE

(cranks but will not run)

Condition

● Refer to basic engine troubleshooting charts within

Troubleshooting, Electronic Fuel Injection System and
Electrical System.

Diagnostic Aid #5 FUEL PUMP

(fuel pump not turning on)

Condition

● Main fuse

● Fuel pump circuit problem, pin circuits Black 9 and

Grey 17.

● Fuel pump module

4362 690 05 Rev. -- KohlerEngines.com

EFI SYSTEM

EFI Diagnostic Flow Diagram

START OF TEST

KEY ON

PROCEED TO START OF TEST FOR RETEST

MALFUNCTION

INDICATOR LIGHT

ON

ARE FAULT CODES

PRESENT?

NO

DOES ENGINE START?

NO

CRANK ENGINE.

DOES MIL GO OFF?

YES

KEY OFF AND KEY ON

LISTEN FOR FUEL PUMP.

DOES FUEL PUMP CYCLE

ON THEN OFF AFTER 1–2

SECONDS

YES

WHILE CRANKING, CHECK

IGNITION SYSTEM

1

2

?

YES MIL GOES OFF?

.

YES

NO

NO

YES

NO

NO

REFER TO DIAGNOSTIC AID #1

SYSTEM POWER

DIAGNOSTIC FAULT CODE SUMMARY

CRANKSHAFT POSITION SENSOR

REFER TO

CLEAR CODES

REFER TO DIAGNOSTIC AID #3

OPERATE AT VARIOUS SPEED/

REFER TO DIAGNOSTIC AID #4

REFER TO DIAGNOSTIC AID #5

RUN/ON

LOAD CONDITIONS

ARE FAULT CODES

PRESENT?

NO

END OF TEST

FUEL PUMP

REFER TO DIAGNOSTIC

YES

FAUL T CODE SUMMAR Y

CLEAR CODES

PROCEED TO START OF TEST FOR RETEST

SPARK?

YES

WHILE CRANKING, CHECK

INJECTOR FUEL DELIVERY.

WET SPARK PLUG?

YES

INSTALL IN-LINE PRESSURE

GAUGE AND KEY ON.

FUEL PRESSURE

IN SPECIFICATION?

1. After turning key to OFF, wait 10 seconds before turning to ON to allow ECU to go to sleep.

2. Fuel pump module can be heard or a vibration can be felt to establish pump cycle. Fuel pump module will run for one 4-6 second cycle when
ECU wakes up after being asleep.

44

YES

NO

NO

NO

REFER TO DIAGNOSTIC AID #6

IGNITION SYSTEM

REFER TO DIAGNOSTIC AID #7

FUEL SYSTEM ELECTRICAL

REFER TO DIAGNOSTIC AID #8

FUEL SYSTEM

REFER TO DIAGNOSTIC AID #9

BASIC ENGINE

62 690 05 Rev. --KohlerEngines.com

GOVERNOR

These engines are equipped with an electronic governor or a mechanical governor.

ELECTRONIC GOVERNOR
Components

A

D

E

Governor System

B

J

Governor Control

A

E Connector F

I Throttle Linkage J

Electronic governor regulates engine speed at varying
loads. Typical electronic governor includes:

● Digital linear actuator (DLA).

● Throttle linkage.

● Linkage spring.

● Linkage retaining clip.

● Governor control unit (GCU).

Digital Linear Actuator (DLA)

Energizing bi-directional digital linear actuator coils in
proper sequence, causes threaded shaft to move out
of, or back into rotor, in precise linear increments. When
power is removed, actuator shaft remains in position.
DLA must initialize (fully extend) to move throttle plate to
closed position, and partially open for starting. Correct
adjustment of DLA is critical to achieve full range of
throttle plate movement. See Adjustment.

Unit (GCU)

F

H

G

I

B

Digital Linear

Actuator (DLA)

Throttle Body

Assembly

Plastic Linkage

Retaining Clip

A

B

C

DLA Throttle Plate

C

G

Governor control unit (GCU) senses engine speed
by pulse voltage inputs from EFI ECU module. GCU
regulates engine speed by variable input voltage from a
customer-supplied source.

NOTE: Actual speeds depend on application. Refer to

Potentiometer Specifi cations

Mounting Screws

Throttle Body Lever

Adapter

equipment manufacturer’s recommendations.

Wiper Voltage Engine Speed (RPM)

0-1 Low Speed Endpoint

1-9 Variable Speed Endpoint

9-16 High Speed Endpoint

D Wiring Harness

H Linkage Spring

4562 690 05 Rev. -- KohlerEngines.com

Governor System

Linkage

NOTE: Throttle linkage spring must be in place and

installed correctly to ensure proper throttle
operation and performance.

Throttle linkage spring will fully open throttle plate if
linkage becomes detached from DLA. This will create an
overspeed condition causing engine to shut down. DLA
shaft will have to be manually screwed back into body,
and then retracted before reassembling linkage.

Adjustment

DLA Details

B

B

A

C

A

E

G

F

D

C

4. Place clevis shaft into actuator. Rotate clevis shaft
clockwise 3 full turns, applying slight pressure, until
you feel clevis shaft keyway make contact with key
in actuator. When clevis shaft is installed properly
fl at of clevis will be aligned with two mounting holes.

NOTE: Continuing to rotate clevis shaft after it has

made contact with keyway will damage keyway
or actuator.

5. Confi rm that key and keyway are in alignment, by
hand, press clevis shaft into actuator. It will take a
reasonable amount of pressure to do this. If shaft will
not move inward, do not force it. Remove clevis
shaft and repeat previous step.

6. Reinstall DLA into bracket, torque screws to 7.3 N·m
(65 in. lb.), and connect linkage.

GCU/Harness Diagnostics and Troubleshooting

NOTE: It is important to use proper sized probes to

perform these tests. Probes that are incorrect
size can damage connector or harness plug.

Ground and Power Tests

1. Switch key to OFF position.

2. Remove GCU from bracket and unplug wiring
harness.

These two tests check for power and ground supply
to GCU. If either test fails, check if harness, electrical
connections, or electrical system need repair.

A DLA B Mounting Holes

C Clevis D Keyway

E Clevis Shaft F Rubber Boot

G Keys

DLA must be in fully retracted position during assembly.
Full range of throttle plate movement will not be
achieved if DLA is partially extended when assembled.
Loosen DLA mounting plate screws located on side
of actuator plate. With throttle linkage secured with a
retaining clip at end of DLA shaft, slide DLA bracket
assembly back until throttle plate is fully open. Torque
mounting plate screws to 10.2 N·m (90 in. lb.).

Proper link/spring assembly is critical. Insert spring
hook tab of spring through DLA clevis hole until it exits
opposite side, and tab of spring is allowed to snap into
position. Hook opposite “hook” end of spring through
throttle body lever adapter hole before inserting z-bend
of link into throttle body lever adapter. Pay close
attention not to stretch/over extend spring or damage to
spring may occur.

If clevis shaft becomes overextended or disconnected
from actuator reinstall as follows:

1. Disconnect linkage and remove DLA from bracket.

2. Remove clevis shaft completely out of DLA.

3. Reinstall rubber boot onto DLA if required.

Test 1 Probe Location

A

A Probe Location for Ground Test 1.

Test 1: Identify probe location in connector. Using a
continuity tester, check for a good ground. If ground is
faulty, inspect unit ground, battery ground, connectors,
and wiring harness. Clean or fi x connections or replace
any faulty parts.

If test 1 checks OK, locate probe location in connector,
and check using test 2.

46 62 690 05 Rev. --KohlerEngines.com

Governor System

Test 2 Probe Location

A

A Probe Location for Voltage Test 2.

Test 2: Identify probe location in connector. Using a
12 volt meter test for voltage. Turn key switch to ON
position. Voltage should be within +/- 1 volt of battery
voltage. If voltage is within +/- 1 volt of battery voltage,
harness is OK, replace GCU. If not within +/- 1 volt of
battery voltage, check connections and replace wiring
harness if necessary.

Ohms Tests

1. Remove GCU from bracket and unplug wiring
harness.

These two tests are for measuring resistance of DLA
circuit that sends a signal to GCU. If either test fails,
DLA is no good and should be replaced. If both tests are
good, DLA is neither shorted or open, it is good. Another
component, connection, or input is most likely at fault.

Test 2 Probe Location

A

A Probe Locations for OHMs Test 2.

Test 2: Identify probe locations in connector. Using a
digital multi-meter set to lowest scale (0-200 ohms),
place probes onto harness making sure of a good
connection. Resistance should be between 47.7 and

58.3 ohms.
If either test 1 or 2 fail resistance test, fault could also

be caused by a break/cut in wiring harness. Inspect and
test for a potential harness issue prior to replacing DLA
assembly.

Speed Control Input

Test 1 Probe Location

A

A Probe Locations for OHMs Test 1.

Test 1: Identify probe locations in connector. Using a
digital multi-meter set to lowest scale (0-200 ohms),
place probes onto harness making sure of a good
connection. Resistance should be between 47.7 and

58.3 ohms.

If test 1 checks OK, locate wire ends in connector and
check using test 2.

A

A Red Wire with Yellow Tracer.

This connection is a single wire red with yellow tracer.

4762 690 05 Rev. -- KohlerEngines.com

Governor System

GCU Blink Code Tests

A

A Green LED Light B Yellow LED Light

GCU Blink Codes for Software Stored Codes - Activated when key is turned to ON position.

Failure Condition Possible Causes Response

Speed Error BLINKS ON

Watchdog Interrupt RFI interference Ground to kill,

Overspeed (Over
4500 RPM for 0.5
seconds sustained)

Excessive Battery
Voltage (> 18v for

0.5 seconds)

B

Overtemp

Software bug

Lightning

External noise on ECU input Ground to kill,

Frozen throttle plate

DLA failure

Mechanical bindage

Open battery voltage on B+
24 V battery (not compatible
with system, 12 V battery only)

Speed control issues can also be diagnosed utilizing
on-board Blink Code diagnostic lights equipped in GCU.
These GCUs store blink codes/trouble codes, that can
be quickly diagnosed using blink code charts.

close throttle plate

close throttle plate

Ground to kill,
close throttle plate

Response

Time

1 second
delay

0.5
seconds

LED Diagnostics

Yellow LED Green LED

BLINKS BLINKS

ON ON

OFF ON

48 62 690 05 Rev. --KohlerEngines.com

Governor System

GCU Blink Codes for Software Running Codes - Activated when engine is running.

Response

Failure Condition Possible Causes Response

Running Normally None BLINKS BLINKS

RPM Too High Mechanical bindage None ON BLINKS

RPM Too Low Mechanical bindage None ON BLINKS

Missing Pulse
(Normal RPM)

Missing Pulse
(RPM Too High)

Missing Pulse
(RPM Too Low)

Sleep Mode Power at GCU with no ECU

Watchdog Interrupt RFI interference Ground to kill,

Overspeed (Over
4500 RPM for 0.5
seconds sustained)

Excessive Battery
Voltage (> 18v for

0.5 seconds)

Faulty ECU
Faulty ECU wiring

Faulty ECU
Faulty ECU wiring

Faulty ECU
Faulty ECU wiring

System shutdown 30 minutes OFF OFF

pulses (left in run mode)

Overtemp

Software bug

Lightning

External noise on ECU input

Frozen throttle plate

DLA failure

Mechanical bindage 1 second

Open battery voltage on B+
24 V battery (not compatible
with system, 12 V battery only)

close throttle plate

Ground to kill,
close throttle plate

Time

N/A BLINKS OFF

delay

0.5
seconds

LED Diagnostics

Yellow LED Green LED

BLINKS ON

ON ON

OFF ON

ON OFF

OFF OFF

4962 690 05 Rev. -- KohlerEngines.com

Governor System

Electronic Governor Troubleshooting Flow Chart

Turn off key switch.

Do Not Touch Digital Linear Actuator (DLA)

NOTE: DLA is not a solenoid. It is a precision electronic motor. Do not exert force to center clevis shaft!

Visually inspect DLA and Linkage. See illustrations on page 45.

Confi rm that:

Fail if

Pass if

1. Clevis shaft and boot in place.

2. Clip attached.

3. DLA wire attached.

Clevis shaft and boot are out of DLA.

Arm and boot installation as follows, see illustrations on pages 45 and 46.

1. Remove DLA from bracket.

2. Pull clevis shaft completely out of DLA.

3. Reinstall boot on DLA if required.

4. Do Not push or force clevis shaft into body, it must fi rst be threaded and correctly aligned. Improper installation
can permanently damage DLA.

5. Lightly insert clevis shaft into body of DLA.

6. Thread 3 full turns or until you feel internal key touch. Flat surface clevis should be in alignment with DLA
mounting holes.

7. Firmly push DLA to bottom.

8. Connect clip.

9. Connect wire.

Proper link/spring assembly is critical. Insert spring

Start/test run unit for engine speed control operation.

Fail

hook tab of spring through DLA clevis hole until it exits
opposite side, and tab of spring is allowed to snap
into position (see page 45). Hook opposite "hook" end
of spring through throttle lever hole before inserting
z-bend of link into throttle lever. Pay close attention
not to stretch/over extend spring or damage to spring
may occur.

Pass

Go to 12 Volt Power Test on next page.

50 62 690 05 Rev. --KohlerEngines.com

Test control system of equipment. Refer to Equipment
Manufacturer’s diagnostic procedures for control system.

Governor System

Electronic Governor Troubleshooting Flow Chart Continued

Locate Speed Control input wire. This connection is a single wire red with yellow tracer.

12 Volt
Power
Test

Start engine in normal manner as described in Owner’s Manual. (Engine will initially operate at speed it was
last run or shut down, then will go to idle).

See illustration on page 47.

Unplug and connect a jumper wire to red wire with a yellow tracer on engine wire harness.

Attach open end of jumper wire to positive (+) battery terminal.

Engine speed increases
(if it was at low speed).

Fail

Engine speed does not change.

Review GCU blink codes with chart on page 49 to identify if a system condition is present.

Proceed to Ground/Power and OHMs test for GCU. Refer to page 46.

Remove GCU and unplug wiring harness. See illustration on page 45.

GCU Circuit Test.

Pass

Operation Input Voltage:
0-1 Volts at Idle/9+ Volts at High Speed.

Kohler electronic governor system tests OK. Test
control system of equipment. Refer to Equipment
Manufacturer’s diagnostic procedures for control
system.

Inspect wiring harness for broken wire or bad connections. (Repair/Replace as required).

Test supply ground circuit to GCU using a continuity OHM/tester. Refer to page 46.

Continued on next page

5162 690 05 Rev. -- KohlerEngines.com

Governor System

Electronic Governor Troubleshooting Flow Chart Continued

Turn key switch to ON position. Test supply voltage to GCU using volt meter. Refer to page 47 (battery
voltage +/- 1 volt) Note: Prevent Damage to Connector. Do Not Use Oversized Probe Tips.

Proceed to DLA Circuit Test.

Test 1: Identify wire ends in connector. Using a digital multi-meter set to lowest scale (0-200 ohms) place
probes onto harness making sure of a good connection. Resistance should be between 47.7 and 58.3 ohms.
Refer to page 47.

Test 2: Identify wire ends in connector. Using a digital multi-meter set to lowest scale (0-200 ohms) place
probes onto harness making sure of a good connection. Resistance should be between 47.7 and 58.3 ohms.
Refer to page 47.

If either test fails, DLA is no good and should be replaced. If both tests are good, DLA is neither shorted or open,
and should be good. Another component, connection, or input is most likely at fault.

Basic Electrical Diagram of Electronic Governor System

B+

10

8

12

13

Power

Device
Ground

Speed Signal

Green LED Light

Yellow LED Light

DLA Driver
Controls

14

*

*

1
2
6
7

ECU Speed Output
(speed signal)

ECU

2B

2A

1A

1B

Application Supplied
Speed Control Input

Operation Input Voltage:
0-1 Volts at Idle/9+ Volts at High Speed

52 62 690 05 Rev. --KohlerEngines.com

DLA

Governor System

MECHANICAL GOVERNOR

Governed speed setting is determined by position of throttle control. It can be variable or constant, depending on
engine application.

Governor is designed to hold engine speed constant under changing load conditions. Governor gear/fl yweight
mechanism is mounted inside crankcase and is driven off gear on camshaft.

Components

I

J

K

J

K

Inside Engine

A Throttle Lever B Control Bracket C Throttle Linkage D Linkage Spring

E Governor Gear Shaft F Governor Lever G Governor Spring H Idle Spring

I Governor Gear J Flyweight K Regulating Pin

This governor design works as follows:

● Centrifugal force acting on rotating governor gear assembly causes fl yweights to move outward as speed

increases. Governor spring tension moves them inward as speed decreases.

● As fl yweights move outward, they cause regulating pin to move outward.

● Regulating pin contacts tab on cross shaft causing shaft to rotate.

● One end of cross shaft protrudes through crankcase. Rotating action of cross shaft is transmitted to throttle lever of

throttle body through external linkage.

● When engine is at rest, and throttle is in FAST position, tension of governor spring holds throttle plate open. When

engine is operating, governor gear assembly is rotating. Force applied by regulating pin against cross shaft tends to
close throttle plate. Governor spring tension and force applied by regulating pin balance each other during
operation, to maintain engine speed.

● When load is applied and engine speed and governor gear speed decreases, governor spring tension moves

governor lever to open throttle plate wider. This allows more fuel into engine, increasing engine speed. As speed
reaches governed setting, governor spring tension and force applied by regulating pin will again offset each other to
hold a steady engine speed.

B

C

D

A

E

F

G

H

5362 690 05 Rev. -- KohlerEngines.com

Governor System

Governor Adjustments

NOTE: Do not tamper with governor setting. Overspeed is hazardous and could cause personal injury.

Initial Adjustment Procedure

Make this adjustment whenever governor arm is loosened or removed from cross shaft. Adjust as follows:

1. Make sure throttle linkage is connected to governor arm and throttle lever on throttle body.

2. Loosen nut holding governor lever to cross shaft.

3. Move governor lever toward throttle body as far as it will go (wide open throttle) and hold in this position.

4. Insert a long thin rod or tool into hole on cross shaft and rotate shaft counterclockwise (viewed from end) as far as
it will turn, then torque nut to 7.1 N·m (63 in. lb.).

54 62 690 05 Rev. --KohlerEngines.com

Lubrication System

This engine uses a full pressure lubrication system which delivers oil under pressure to crankshaft, camshaft,
connecting rod bearing surfaces, and hydraulic valve lifters.

A high-effi ciency gerotor oil pump maintains high oil fl ow and oil pressure, even at low speeds and high operating
temperatures. A pressure relief valve limits maximum pressure of system. Oil pan must be removed to service oil
pickup, pressure relief valve, and oil pump.

Lubrication Components

D

A

C

G

F

I

A Oil Filter B Back Side C Oil Cooler D Cylinder Shroud E Oil Drain Plug

F Oil Fill Tube G Oil Fill/Dipstick H Pressure Switch I

OIL RECOMMENDATIONS

Refer to Maintenance.

CHECK OIL LEVEL

NOTE: To prevent extensive engine wear or damage,

never run engine with oil level below or above
operating range indicator on dipstick.

Ensure engine is cool. Clean oil fi ll/dipstick areas of any
debris.

1. Remove dipstick; wipe oil off.

2. Reinsert dipstick into tube; rest cap on tube, do not

thread cap onto tube.

3. Remove dipstick; check oil level. Level should be at

top of indicator on dipstick.

4. If oil is low on indicator, add oil up to top of indicator

mark.

5. Reinstall and secure dipstick.

CHANGE OIL AND FILTER

Change oil while engine is warm.

1. Clean area around oil fi ll cap/dipstick and drain plug.

2. Clean area around oil fi lter; remove fi lter; wipe off

3. Place new fi lter in shallow pan with open end up. Fill

4. Apply a thin fi lm of clean oil to rubber gasket on new

5. Refer to instructions on oil fi lter for proper

6. Fill crankcase with new oil. Level should be at top of

7. Reinstall oil fi ll cap/dipstick and tighten securely.

8. Start engine; check for oil leaks. Stop engine; correct

9. Dispose of used oil and fi lter in accordance with

E

B

Oil Temperature

Switch

Remove drain plug and oil fi ll cap/dipstick. Allow oil
to drain completely.

mounting surface. Reinstall drain plug and torque to

21.4 N·m (16 ft. lb.).

with new oil until oil reaches bottom of threads. Allow
2 minutes for oil to be absorbed by fi lter material.

fi lter.

installation.

indicator on dipstick.

leaks. Recheck oil level.

local ordinances.

B

5562 690 05 Rev. -- KohlerEngines.com

Lubrication System

OIL COOLER

NOTE: Oil cooler is mounted under cylinder shroud.

Removal of cylinder shroud is necessary to
access oil cooler.

1. Clean fi ns with a brush or compressed air.

2. Remove screws securing oil cooler and tilt to clean
back side.

3. Reinstall oil cooler and torque to 2.3 N·m (21 in. lb.).

OIL SENTRY

(if equipped)

™

This switch is designed to prevent engine from starting
in a low oil or no oil condition. Oil Sentry™ may not shut
down a running engine before damage occurs. In some
applications this switch may activate a warning signal.
Read your equipment manuals for more information.

Oil Sentry™ pressure switch is installed in oil pan
pressure port. On engines not equipped with Oil Sentry™
installation hole is sealed with a 1/8-27 N.P.T.F. pipe
plug.

Installation

1. Apply pipe sealant with Tefl on® (Loctite® PST® 592™
Thread Sealant or equivalent) to threads of switch.

2. Install switch into tapped hole in oil pan.

3. Torque switch to 10.7 N·m (95 in. lb.).

Testing

Compressed air, a pressure regulator, pressure gauge,
and a continuity tester are required to test switch.

1. Connect continuity tester across blade terminal and
metal case of switch. With 0 psi pressure applied to
switch, tester should indicate continuity (switch
closed).

2. Gradually increase pressure to switch. As pressure
increases through range of 7-11 psi tester should
indicate a change to no continuity (switch open).
Switch should remain open as pressure is increased
to 90 psi maximum.

3. Gradually decrease pressure through range of 7-11
psi. Tester should indicate a change to continuity
(switch closed) down to 0 psi.

4. Replace switch if it does not operate as specifi ed.

62 690 05 Rev. --KohlerEngines.com56

Electrical System

SPARK PLUGS

CAUTION

Electrical Shock can cause injury.
Do not touch wires while engine is running.

Spark Plug Component and Details

A

B

C

Inspection

Inspect each spark plug as it is removed from cylinder
head. Deposits on tip are an indication of general
condition of piston rings, valves, and carburetor.

Normal and fouled plugs are shown in following photos:

Normal

Plug taken from an engine operating under normal
conditions will have light tan or gray colored deposits. If
center electrode is not worn, plug can be set to proper
gap and reused.

Worn

D

A Wire Gauge B Spark Plug
C Ground Electrode D Gap

NOTE: Do not clean spark plug in a machine using

abrasive grit. Some grit could remain in spark
plug and enter engine causing extensive wear
and damage.

Engine misfi re or starting problems are often caused
by a spark plug that has improper gap or is in poor
condition.

Engine is equipped with following spark plugs:

Gap 0.76 mm (0.03 in.)
Thread Size 14 mm
Reach 19.1 mm (3/4 in.)
Hex Size 15.9 mm (5/8 in.)

Refer to Maintenance for Repairs/Service Parts.

Service

Clean out spark plug recess. Remove plug and replace.

1. Check gap using wire feeler gauge. Adjust gap to

0.76 mm (0.03 in.).

2. Install plug into cylinder head.

3. Torque plug to 27 N·m (20 ft. lb.).

On a worn plug, center electrode will be rounded and
gap will be greater than specifi ed gap. Replace a worn
spark plug immediately.

Wet Fouled

A wet plug is caused by excess fuel or oil in combustion
chamber. Excess fuel could be caused by a restricted air
cleaner, a carburetor problem, or operating engine with
too much choke. Oil in combustion chamber is usually
caused by a restricted air cleaner, a breather problem,
worn piston rings, or valve guides.

5762 690 05 Rev. -- KohlerEngines.com

Electrical System

Carbon Fouled

Soft, sooty, black deposits indicate incomplete
combustion caused by a restricted air cleaner, over rich
carburetion, weak ignition, or poor compression.

Overheated

BATTERY

A 12-volt battery with 400 cold cranking amps (cca) is
generally recommended for starting in all conditions. A
smaller capacity battery is often suffi cient if an
application is started only in warmer temperatures. Refer
to following table for minimum capacities based on
anticipated ambient temperatures. Actual cold cranking
requirement depends on engine size, application, and
starting temperatures. Cranking requirements increase
as temperatures decrease and battery capacity shrinks.
Refer to equipment's operating instructions for specifi c
battery requirements.

Battery Size Recommendations

Temperature Battery Required

Above 32°F (0°C) 200 cca minimum

0°F to 32°F (-18°C to 0°C) 250 cca minimum

-5°F to 0°F (-21°C to -18°C) 300 cca minimum

-10°F (-23°C) or below 400 cca minimum

If battery charge is insuffi cient to turn over engine,
recharge battery.

Battery Maintenance

Regular maintenance is necessary to prolong battery
life.

Chalky, white deposits indicate very high combustion
temperatures. This condition is usually accompanied
by excessive gap erosion. Lean carburetor settings,
an intake air leak, or incorrect spark timing are normal
causes for high combustion temperatures.

Battery Test

To test battery, follow manufacturer's instructions.

58

62 690 05 Rev. --KohlerEngines.com

Electrical System

BATTERY CHARGING SYSTEM

NOTE: Observe following guidelines to avoid damage to electrical system and components:

● Make sure battery polarity is correct. A negative (-) ground system is used.

● Disconnect rectifi er-regulator plug and/or wiring harness plug before doing any electric welding on equipment

powered by engine. Also, disconnect all other electrical accessories in common ground with engine.

● Prevent stator (AC) leads from touching or shorting while engine is running. This could damage stator.

These engines are equipped with a 20 or 25 amp regulated charging system.

20/25 Amp Regulated Charging System

D

A

B

A Battery B Starter C Fuse D Rectifi er-Regulator

E Connector Block F

Stator

Stator is mounted on crankcase behind fl ywheel. Follow procedures in Disassembly and Reassembly if stator
replacement is necessary.

Rectifi er-Regulator

NOTE: When installing rectifi er-regulator, take note of terminal markings and install plug(s) accordingly.
NOTE: Disconnect all electrical connections attached to rectifi er-regulator. Testing may be performed with rectifi er-

regulator mounted or loose. Repeat applicable test procedure 2 or 3 times to determine condition of part.

Rectifi er-regulator is mounted on blower housing. To replace, disconnect plug(s), remove mounting screws, and
ground wire or metal grounding strap.

Testing rectifi er-regulator may be performed as follows, using appropriate rectifi er-regulator tester.
To test 20/25 amp rectifi er-regulators:

1. Connect tester ground lead (with spring clamp) to body of rectifi er-regulator.

2. Connect red lead from tester to middle terminal labeled B+.

3. Connect black leads from tester to both outer AC terminals on rectifi er-regulator.

4. Plug tester into proper AC outlet/power for tester being used. Turn on power switch. POWER light should be
illuminated and one of four status lights may be lit as well. This does not represent condition of part.

5. Press TEST button until a click is heard and then release. Momentarily one of four status lights will illuminate
indicating partial condition of part.

Flywheel Stator

Assembly

C

F

E

5962 690 05 Rev. -- KohlerEngines.com

Electrical System

Condition Conclusion

20/25 amp

OK (green) light comes on and stays steady. Disconnect tester black lead attached to 1 AC terminal

and reconnect it to other AC terminal. Repeat test. If OK
(green) light comes on again, part is good and may be
used.

NOTE: A fl ashing LOW light can also occur as a result of

an inadequate ground lead connection. Make
certain connection location is clean and clamp is
secure.

Other lights come on.

Troubleshooting Guide

20/25 Amp Battery Charging System

NOTE: Always zero ohmmeter on each scale before

testing to ensure accurate readings. Voltage
tests should be made with engine running at
3600 RPM - no load. Battery must be good and
fully charged.

When problems occur in keeping battery charged or
battery charges at too high a rate, problem can usually
be found somewhere in charging system or with battery.

To test charging system for no charge to battery:

1. Insert an ammeter in B+ lead from rectifi er-regulator.
With engine running at 3600 RPM and B+ (at
terminal on rectifi er-regulator) to ground using a DC
voltmeter.

If voltage is 13.8 volts or more, place a minimum

load of 5 amps (turn on lights if 60 watts or more, or
place a 2.5 ohm, 100 watt resistor across battery
terminals) on battery to reduce voltage. Observe
ammeter.

Rectifi er-regulator is faulty and should not be used.

Condition Conclusion

Resistance is 0.064/0.2
ohms.

Resistance is 0 ohms. Stator is shorted; replace.
Resistance is infi nity

ohms.

4. With engine stopped, measure resistance from each
stator lead to ground using an ohmmeter.

Condition Conclusion

Resistance is infi nity ohms
(no continuity).

Resistance (or continuity)
measured.

To test charging system for battery continuously charging
at high rate:

1. With engine running at 3600 RPM, measure voltage
from B+ lead to ground using a DC voltmeter.

Stator is OK.

Stator is open; replace.

Stator is OK (not shorted
to ground).

Stator leads are shorted to
ground; replace.

Condition Conclusion

Charge rate increases
when load is applied.

Charge rate does not
increase when load is
applied.

2. Remove connector from rectifi er-regulator. With
engine running at 3600 RPM, measure AC voltage
across stator leads using an AC voltmeter.

Condition Conclusion

Voltage is 28 volts or
more.

Voltage is less than 28
volts.

3. With engine stopped, measure resistance across
stator leads using an ohmmeter.

Charging system is OK
and battery was fully
charged.

Test stator and rectifi er-
regulator (steps 2 and 3).

Stator is OK. Rectifi er-
regulator is faulty; replace.

Stator is faulty; replace.
Test stator further using an
ohmmeter (steps 3 and 4).

Condition Conclusion

Voltage is 14.7 volts or
less.

Voltage is more than 14.7
volts.

Charging system is OK.
Battery is unable to hold
charge; service or replace.

Faulty rectifi er-regulator;
replace.

60

62 690 05 Rev. --KohlerEngines.com

FUSES

This engine has 3 blade type automotive fuses.
Replacement fuses must have same rating as blown
fuse. Use fuse chart below to determine correct fuse.

Wire Color Fuse Rating

2 Purple Wires 30-amp Fuse

1 Red Wire w/ Black Stripe
1 Red Wire w/ White Stripe

2 Red Wires 10-amp Fuse

Fuse Replacement

1. Shut engine off and remove key.

2. Locate fuse holders.

3. Remove fuse cover and pull out fuse.

4. Inspect fuse for a solid fusible link or a broken

fusible link. Replace fuse if fusible link is broken. If
you are not sure if fusible link is broken, replace
fuse.

5. Insert fuse into fuse holder until it is seated properly.

Install fuse cover.

10-amp Fuse

Electrical System

6162 690 05 Rev. -- KohlerEngines.com

Starter System

NOTE: Do not crank engine continuously for more than 10 seconds. Allow a 60 second cool down period between

starting attempts. Failure to follow these guidelines can burn out starter motor.

NOTE: If starter is engaged while fl ywheel is rotating, starter pinion and fl ywheel ring gear may clash and damage

starter.

NOTE: If starter does not crank engine, shut off starter immediately. Do not make further attempts to start engine

until condition is corrected.
NOTE: Do not drop starter or strike starter frame. Doing so can damage starter.
Engines in this series use solenoid shift starters.

Troubleshooting-Starting Diffi culties

Condition Possible Cause Conclusion

Starter does not energize. Battery Check specifi c gravity of battery. If low, recharge or replace

battery as necessary.

Wiring Clean corroded connections and tighten loose connections.

Replace wires in poor condition and with frayed or broken
insulation.

Starter energizes but turns
slowly.

Starter Switch

or Solenoid

Battery Check specifi c gravity of battery. If low, recharge or replace

Brushes Check for excessively dirty or worn brushes and commutator.

Transmission

or

Engine

By-pass switch or solenoid with a jumper wire. If starter cranks
normally, replace faulty components. Remove and perform
individual solenoid test procedure.

battery as necessary.

Clean using a coarse cloth (not emery cloth).
Replace brushes if excessively or unevenly worn.

Make sure clutch or transmission is disengaged or placed
in neutral. This is especially important on equipment with
hydrostatic drive. Transmission must be exactly in neutral to
prevent resistance which could keep engine from starting.

Check for seized engine components such as bearings,
connecting rod, and piston.

62 62 690 05 Rev. --KohlerEngines.com

Starter System

SOLENOID SHIFT STARTERS

When power is applied to starter electric solenoid moves
drive pinion out onto drive shaft and into mesh with
fl ywheel ring gear. When pinion reaches end of drive
shaft it rotates fl ywheel and cranks engine.

When engine starts and start switch is released, starter
solenoid is deactivated, drive lever moves back, and
drive pinion moves out of mesh with ring gear into
retracted position.

Solenoid Shift Starter Components

H

G

F

E

D

C

B

A

T

I

J

K

L

M

N

O

P

Q

R

S

Starter Disassembly

NOTE: Do not reuse old retainer.
NOTE: Do not soak armature or use solvent when

cleaning. Wipe clean using a soft cloth, or use
compressed air.

1. Remove hex nut and disconnect positive (+) brush
lead/bracket from solenoid terminal.

2. Remove head screws securing solenoid to starter.

3. Unhook plunger pin from drive lever. Remove gasket
from recess in housing.

4. Remove thru (larger) bolts.

5. Remove commutator end plate assembly, containing
brush holder, brushes, springs, and locking caps.
Remove thrust washer from inside commutator end.

6. Remove frame from armature and drive end cap.

7. Remove drive lever pivot bushing and backing plate
(if equipped) from end cap.

8. Take out drive lever and pull armature out of drive
end cap.

9. Remove thrust washer from armature shaft.

10. Push stop collar down to expose retaining ring.

11. Remove retainer from armature shaft. Save stop
collar.

12. Remove drive pinion assembly from armature.

13. Clean parts as required.

Inspection

Drive Pinion

Check and inspect following areas:

● Pinion teeth for abnormal wear or damage.

● Surface between pinion and clutch mechanism for

nicks or irregularities which could cause seal damage.

● Check drive clutch by holding clutch housing and

rotating pinion. Pinion should rotate in only 1 direction.

Brushes and Springs
Detail

U

A Tube B Washer
C Armature D Drive
E Stop F Retaining Ring
G Collar H Drive End Cap

I Screw J Plunger

K Spring L Lever

M Plate N Plug

O Solenoid P Frame and Field
Q Brush Holder R Nut

Commutator End

S

U Bolt

Plate

T

Screw

A

A Wear Limit Length

Inspect both springs and brushes for wear, fatigue, or
damage. Measure length of each brush. Minimum length
for each brush is 7.6 mm (0.300 in.). Replace brushes if
they are worn, undersize, or condition is questionable.

6362 690 05 Rev. -- KohlerEngines.com

Starter System

Armature
Components and Details

A

B

A Commutator O.D. B Mica Insulation

C

E

D

C Insulation Check D Armature Coil
E Continuity Check

1. Clean and inspect commutator (outer surface). Mica
insulation must be lower than commutator bars
(undercut) to ensure proper operation of
commutator.

2. Use an ohmmeter set to Rx1 scale. Touch probes
between 2 different segments of commutator, and
check for continuity. Test all segments. Continuity
must exist between all or armature is bad.

3. Check for continuity between armature coil
segments and commutator segments. There should
be no continuity. If continuity exists between any 2
armature is bad.

4. Check armature windings/insulation for shorting.

Shift Fork

Check that shift fork is complete, and pivot and contact
areas are not excessively worn, cracked, or broken.

Brush Replacement

4 brushes and springs are serviced as a set. Use a new
Kohler brush and spring kit if replacement is necessary.

1. Perform steps 1-5 in Starter Disassembly.

2. Remove screws securing brush holder assembly to

end cap (plate). Note orientation for reassembly later.
Discard old brush holder assembly.

3. Clean component parts as required.

New brushes and springs come preassembled in a

brush holder with a protective sleeve that will also
serve as an installation tool.

4. Perform steps 10-13 in Starter Reassembly

sequence. If starter has been disassembled,
installation must be done after armature, drive lever,
and frame are installed.

Starter Reassembly

NOTE: Always use a new retainer. Do not reuse old

retainers that have been removed.

NOTE: Correctly installed, center pivot section of drive

lever will be fl ush or below machined surface of
housing.

1. Apply drive lubricant to armature shaft splines. Install
drive pinion onto armature shaft.

2. Install and assemble stop collar/retainer assembly.

a. Install stop collar down onto armature shaft with

counter bore (recess) up.

b. Install a new retainer in larger (rear) groove of

armature shaft. Squeeze with a pliers to
compress it in groove.

c. Slide stop collar up and lock it into place, so

recess surrounds retainer in groove. If necessary,
rotate pinion outward on armature splines against
retainer to help seat collar around retainer.

3. Install offset thrust (stop) washer so smaller offset of
washer faces retainer/collar.

4. Apply a small amount of oil to bearing in drive end
cap, and install armature with drive pinion.

5. Lubricate fork end and center pivot of drive lever
with drive lubricant. Position fork end into space
between captured washer and rear of pinion.

6. Slide armature into drive end cap and at same time
seat drive lever into housing.

7. Install rubber grommet into matching recess of drive
end cap. Molded recesses in grommet should be
out, matching and aligned with those in end cap.

8. Install frame, with small notch forward, onto
armature and drive end cap. Align notch with
corresponding section in rubber grommet. Install
drain tube in rear cutout, if it was removed
previously.

9. Install fl at thrust washer onto commutator end of
armature shaft.

10. Starter reassembly when replacing brushes/brush
holder assembly:

a. Hold starter assembly vertically on end housing,

and carefully position assembled brush holder
assembly, with supplied protective tube, against
end of commutator/armature. Mounting screw
holes in metal clips must be up/out. Slide brush
holder assembly down into place around
commutator, and install positive (+) brush lead
grommet in cutout of frame. Protective tube may
be saved and used for future servicing.

Starter reassembly when not replacing brushes/

brush holder assembly:

a. Carefully unhook retaining caps from brush

assemblies. Do not lose springs.

b. Position brushes back in their slots so they are

fl ush with I.D. of brush holder assembly. Insert
brush installation tool (with extension), or use
tube described above from a prior brush
installation, through brush holder assembly, so
holes in metal mounting clips are up/out.

64 62 690 05 Rev. --KohlerEngines.com

Starter System

c. Install brush springs and snap on retainer caps.
d. Hold starter assembly vertically on end housing, and carefully place tool (with extension) and assembled

original brush holder assembly onto end of armature shaft. Slide brush holder assembly down into place
around commutator, install positive (+) brush lead grommet in cutout of frame.

11. Install end cap onto armature and frame, aligning thin raised rib in end cap with corresponding slot in grommet of
positive (+) brush lead.

12. Install thru bolts and brush holder mounting screws. Torque bolts to 5.6-9.0 N·m (49-79 in. lb.) and brush holder
mounting screws to 2.5-3.3 N·m (22-29 in. lb.).

13. Hook plunger behind upper end of drive lever and install spring into solenoid. Insert mounting screws through
holes in drive end cap. Use these to hold solenoid gasket in position, then mount solenoid. Torque screws to

4.0-6.0 N·m (35-53 in. lb.).

14. Connect positive (+) brush lead/bracket to solenoid and secure with nut. Torque nut to 8-11 N·m (71-97 in. lb.). Do
not overtighten.

Solenoid Tests

NOTE: DO NOT leave 12 volt test leads connected to solenoid for any time over what is necessary for performing

each of individual tests. Internal damage to solenoid may occur.

Disconnect all leads from solenoid including positive brush lead attached to lower stud terminal. Remove mounting
hardware and separate solenoid from starter for testing.

To test solenoid pull-in coil/plunger:
Actuation

1. Use a 12 volt power supply and 2 test leads.

2. Connect 1 lead to fl at spade S/start terminal on
solenoid. Momentarily connect other lead to lower
large post terminal.

When connection is made solenoid should energize

(audible click) and plunger retract. Repeat test
several times.

Continuity

1. Use an ohmmeter set to audible or Rx2K scale, and
connect 2 ohmmeter leads to 2 large post terminals.

2. Perform solenoid pull-in coil/plunger actuation test
and check for continuity. Ohmmeter should indicate
continuity. Repeat test several times.

To test solenoid hold-in coil:
Function

1. Connect a 12 volt test lead to fl at spade S/start
terminal on solenoid and other lead to body or
mounting surface of solenoid.

2. Manually push plunger IN and check if coil holds
plunger retracted. Do not allow test leads to remain
connected to solenoid for a prolonged period of time.

Continuity

1. Use an ohmmeter set to audible or Rx2K scale, and
connect 2 ohmmeter leads to 2 large post terminals.

2. Perform preceding solenoid hold-in coil function test
and check for continuity. Meter should indicate
continuity. Repeat test several times.

Condition Conclusion

Solenoid fails to activate. Replace solenoid.
No continuity is indicated.
Plunger fails to stay retracted.

6562 690 05 Rev. -- KohlerEngines.com

Disassembly/Inspection and Service

WARNING

Accidental Starts can cause severe injury or
death.

Disconnect and ground spark plug lead(s)
before servicing.

External Engine Components

S

R

M

N

L

K

O

H

D

Before working on engine or equipment, disable engine as
follows: 1) Disconnect spark plug lead(s). 2) Disconnect
negative (–) battery cable from battery.

S

Q

P

A

I

B

J

A Dipstick B Oil Drain Plug C Oil Fill Tube D Valley Baffl e

E Spark Plug Lead F Barrel Baffl e G Starter Assembly H Ignition Coil

Fuel Pump Module

I

M Electrical Connector N Evap Line O

Q Oil Filter R

Baffl e

F

B

E

F

G

J Fuel Filter K Fuel Pump Module L Fuel Pump

High Pressure Fuel

Line Connector

Blower Housing with

Fixed Guard

S Cylinder Shroud

C

P Oil Cooler

D

66 62 690 05 Rev. --KohlerEngines.com

Disassembly/Inspection and Service

Clean all parts thoroughly as engine is disassembled.
Only clean parts can be accurately inspected
and gauged for wear or damage. There are many
commercially available cleaners that will quickly remove
grease, oil and grime from engine parts. When such a
cleaner is used, follow manufacturer’s instructions and
safety precautions carefully.

Make sure all traces of cleaner are removed before
engine is reassembled and placed into operation. Even
small amounts of these cleaners can quickly break down
lubricating properties of engine oil.

NOTE: This disassembly sequence removes some

components in subassemblies to enable
technician to perform internal engine servicing.
Do not disconnect every EFI and electronic
governor component.

Disconnect Spark Plug Leads

NOTE: Pull on boot only, to prevent damage to spark

plug lead.

1. Disconnect leads from spark plugs.

2. Shut off fuel supply.

Drain Oil from Crankcase and Remove Oil Filter

1. Clean oil fi lter and housing area. Remove and
discard oil fi lter.

2. Remove dipstick and 1 oil drain plug.

3. Allow ample time for oil to drain from crankcase.

Remove Muffl er

Remove exhaust system and attaching hardware from
engine. On engines equipped with a port liner, remove it
now.

Remove Fuel Pump Module/Fuel Pump Assembly

WARNING

Explosive Fuel can cause fi res and severe
burns.

Do not fi ll fuel tank while engine is hot or
running.

Gasoline is extremely fl ammable and its vapors can
explode if ignited. Store gasoline only in approved
containers, in well ventilated, unoccupied buildings,
away from sparks or fl ames. Spilled fuel could ignite
if it comes in contact with hot parts or sparks from
ignition. Never use gasoline as a cleaning agent.

1. Remove evap line & clips from fuel line clips and
separate from fuel pump module.

2. Lift grey locking tab and squeeze to disconnect
electrical connector from fuel pump module.

3. Wrap a shop towel completely around high pressure
fuel line connector.

4. Press release button and slowly pull connector away
from fuel pump module, allowing shop towel to
absorb any residual fuel in high pressure fuel line.
Any spilled fuel must be wiped up immediately.

5. Remove pulse line from crankcase fi tting.

6. Remove 3 screws securing fuel pump module baffl e
to crankcase. Remove fuel pump module, baffl e, and
fuel pump keeping all fuel lines connected.

Separate parts only if additional service is required.

Refer to page 82.

Do not cut any Oetiker clamps unless fuel lines and/

or fuel fi lter are being replaced.

Remove Cylinder Shrouds and Blower Housing

1. Remove top mounting screw and loosen shoulder
screws on each side. Lift off cylinder shrouds.

2. Remove mounting screws and separate blower
housing from backing shroud assembly. One screw
also secures oil fi ll/dipstick tube. Fixed guard (if
equipped) may be removed with blower housing.

If engine has pulse/lift pump mounted to blower

housing, remove two mounting screws.

3. Remove lower mounting screw and pull oil fi ll tube
out of crankcase.

Remove Electric Starter Motor

1. Disconnect leads from starter.

2. Remove screws and starter.

Remove #1 Barrel and Valley Baffl es

1. Remove mounting screws from #1 barrel baffl e.
Disconnect wiring harness from coil (#1 starter side).
Let barrel baffl e hang (with coil installed).

2. Carefully remove clip securing wires to #1 valley
baffl e. Remove 3 screws, then valley baffl e.

Remove Governor Springs, Linkage, and Lever
(Mechanical Governor Only)

1. Unhook idle and governor springs from control
bracket and governor lever. Note color, location, and
position of each.

2. Disconnect throttle linkage and linkage spring from
governor lever.

3. Loosen nut and remove governor lever from cross
shaft.

Remove Oil Cooler

NOTE: New clamps are recommended any time

disassembly is performed, or if clamps have
been loosened (expanded) several times.

1. Remove oil cooler mounting screws. Do not lose any
washers (if used).

2. Note orientation of clamps before disassembling for
proper clearance during reassembly. Loosen clamps
and disconnect hoses from oil cooler. Cap hoses as
required to prevent dirt infi ltration.

6762 690 05 Rev. -- KohlerEngines.com

Disassembly/Inspection and Service

Remove #2 Barrel and Valley Baffl es

1. Disconnect wiring harness lead from coil (#2 oil
cooler side).

3. Remove screws and #2 side valley baffl e.

4. If necessary, carefully depress clip & remove coil
from barrel baffl e.

2. Carefully depress back of high pressure fuel line
mounting clip and separate from #2 barrel baffl e.
Remove 5 screws (2 internal, 3 external), then
remove barrel baffl e (with coil installed).

Flywheel/Backing Shroud/Intake and Throttle Body/Air Cleaner Assembly Components

G

A

B

C

D

E

F

H

K

L

I

J

M

N

O

P

A Special Washer B Debris Screen C Stiffener D Flywheel Screw

E Washer F

I Stator J

Flywheel/Fan/Hex

Stud Assembly

Rectifi er-Regulator

Connector

M Breather Hose N Oil Sentry

TM

Backing Shroud/

G

K

O

Oil Temperature

Intake Manifold/

Air Cleaner

MAP Sensor

Connector

Sensor

H Speed Sensor

L Ground Lead

P Reducer Bushing

68 62 690 05 Rev. --KohlerEngines.com

Disassembly/Inspection and Service

Remove Speed Sensor

1. Remove two bracket mounting screws and speed

sensor from backing shroud. Keep leads in place
and let bracket and speed sensor lay on backing
shroud.

2. Unplug connector from rectifi er-regulator. Remove

wiring harness ground lead from rectifi er-regulator
mounting screw (outside edge). Rectifi er-regulator
does not need to be removed from backing shroud.

3. Remove lead from oil temperature sensor (in oil

pan). Remove switch from oil pan only if replacing.

4. Remove screw securing harness bracket and ground

lead to #1 cylinder boss.

5. Remove other end of ground lead from #1 cylinder

boss screw. Be sure to keep washer.

Remove Debris Screen

Remove screws and special washers securing debris
screen to studs in fl ywheel; then remove stiffener. Hex
studs and cooling fan can stay attached to fl ywheel.

Remove Flywheel/Fan/Hex Stud Assembly

NOTE: Always use a fl ywheel strap wrench or holding

tool to hold fl ywheel when loosening or
tightening fl ywheel screw. Do not use any type
of bar or wedge to hold fl ywheel. Use of such
tools could cause fl ywheel to become cracked or
damaged.

NOTE: Always use a fl ywheel puller to remove fl ywheel

from crankshaft. Do not strike crankshaft or
fl ywheel, as these parts could become cracked
or damaged.

1. Use a fl ywheel strap wrench or holding tool to hold

fl ywheel and loosen screw securing fl ywheel to
crankshaft.

2. Remove screw and washer.

3. Use a puller to remove fl ywheel from crankshaft.

4. Remove woodruff key from crankshaft.

Inspection

Inspect fl ywheel for cracks and fl ywheel keyway for
damage. Replace fl ywheel if it is cracked. Replace
fl ywheel, crankshaft, and key if fl ywheel key is sheared
or keyway is damaged.

Inspect ring gear for cracks or damage. Kohler does not
provide ring gear as a serviceable part. Replace fl ywheel
if ring gear is damaged.

Remove Backing Shroud Assembly

1. Remove screws securing stator to backing shroud.

Keep leads in place and let stator lay on backing
shroud.

2. Carefully slide lock tab outward. Press down on lock

tab to release, then separate connectors.

3. Remove screws securing backing shroud to

crankcase. Set backing shroud/harness assembly to
#1 starter side.

Remove Intake and Throttle Body/Air Cleaner
Assembly

1. Disconnect lead from Oil Sentry
wire, red terminal). Remove switch from oil pan only

switch. (Green

™

if replacing.

2. Disconnect oil temperature sensor connector. Unless
sensor is damaged or malfunctioning, disassembly
from crankcase is unnecessary.

3. Remove breather hose from breather cover. (Other
end is connected to throttle body assembly.)

4. Loosen but do not remove throttle body/intake
manifold. Support manifold and remove this
assembly when fi nal intake manifold bolt is taken
out, along with backing plate assembly.

Assembly includes air cleaner, hose, elbow, throttle

body, intake manifold, fuel rail assembly, injectors,
MAP sensor, intake air temperature sensor, ECU,
and brackets. If equipped with electronic governor it
also includes GCU, DLA, and electronic governor
wiring harness.

Separate parts only if additional service is required.

Refer to pages 80-82.

Remove Oil Filter Housing

Oil Filter Housing Components

A

B

C

D

E

F

G

H

I

A Oil Filter Nipple B Cup

C Valve Spring D Cup Spring

E Oil Filter Valve F Screw

G Oil Filter Housing H Pin

I O-Ring

6962 690 05 Rev. -- KohlerEngines.com

Disassembly/Inspection and Service

NOTE: Further disassembly of oil fi lter housing

assembly is not required unless being serviced
individually. Follow substeps a, b, and c.

1. Remove screw securing oil fi lter housing and
individual O-rings to crankcase. Carefully separate
parts.

Cylinder Head Components

C

B

G

H

D

F

Perform following only if oil fi lter housing assembly

requires individual servicing.
a. Remove nipple from cup and oil fi lter housing.
b. Remove oil fi lter cup and spring from housing.
c. Remove rubber valve and spring from cup.

Style B Style A

M

L

N

V

W

Z

Y

U

E

I

J

K

A

A Gasket B Valve C Cylinder Head D Pipe Plug

E Guide Plate F Spacer G Washer H Spark Plug

I Valve Stem Seal J Valve Spring K Valve Spring Retainer L Hydraulic Lifter

M Valve Spring Keeper N Push Rod O Rocker Arm P Rocker Arm Pivots

Q Rocker Stud R Valve Cover Seal S Valve Cover T Grommet

U

Y Rocker Arm Screw Z

Remove Spark Plugs

Remove spark plug from each cylinder head.

Hydraulic Lifter

Style A (Ribbed)

V

Hydraulic Lifter

Style B (Smooth)

Non-adjustable Valve

Train (Non-AVT)

Q

O

P

X

W Adjusting Nut X

Remove Valve Covers

1. Remove screw and grommet securing each valve

cover.

2. Remove valve cover and seal from each cylinder

head. Note locations of individual valve covers if

they are different.

R

S

Adjustable Valve

T

Train (AVT)

70 62 690 05 Rev. --KohlerEngines.com

Disassembly/Inspection and Service

Remove Cylinder Heads and Hydraulic Lifters

NOTE: Exhaust lifters are located on output shaft side of

engine while intake lifters are located on fan side
of engine. Cylinder head number is embossed
on outside of each cylinder head.

1. Non-adjustable Valve Train
a. Remove rocker arm screws, rocker arm pivots

and rocker arms.
Adjustable Valve Lash
a. Loosen set screws and remove adjusting nuts on

rocker arm pivot studs.
b. Remove rocker arm pivot and rocker arms.

2. Remove pipe plug from cylinder head to access

screw in center location.

3. Remove screws securing each cylinder head. Note

locations of washers and spacer.

4. Mark position of push rods as either intake or

exhaust and cylinder #1 or #2. Push rods should
always be reinstalled in same positions.

5. Carefully remove push rods, cylinder head, and head

gasket.

6. Repeat procedure for other cylinder head.

7. Remove lifters from lifter bores. Use a hydraulic lifter

tool. Do not use a magnet to remove lifters. Mark
lifters by location, as either intake or exhaust and
cylinder #1 or #2. Hydraulic lifters should always be
reinstalled in same position.

Inspection

Check base surface of hydraulic lifters for wear or
damage. If lifters need to be replaced, apply a liberal
coating of Kohler lubricant to base of each new lifter
before it is installed.

Bleeding Lifters Style A (Ribbed)

To prevent a possible bent push rod or broken rocker
arm, it is important to bleed any excess oil out of lifters
before they are installed.

1. Cut a 50-75 mm (2-3 in.) piece from end of an old
push rod and chuck it in a drill press.

2. Lay a rag or shop towel on table of drill press and
place lifter, open end up, on towel.

3. Lower chucked push rod until it contacts plunger in
lifter. Slowly pump plunger 2 or 3 times to force oil
out of feed hole in side of lifter.

Bleeding Lifters Style B (Smooth)

To prevent a possible bent push rod or broken rocker
arm, it is important to bleed any excess oil out of lifters
before they are installed.

1. Lay a rag or shop towel on table of drill press. Place
an 8 mm (5/16 in.) socket on towel with well end up,
then place open end of lifter on socket. Ensure
socket does not contact lifter ball surface.

2. Place some material, such as wood, plastic, or
aluminum on top of lifter to protect lifter fi nish.

3. Lower drill press chuck until it contacts material on
lifter. Slowly pump lifter 2 or 3 times to force oil out of
feed hole in side of lifter.

Disassemble Cylinder Heads

NOTE: These engines use valve stem seals on intake and exhaust valves. Use a new seal whenever valves are

1. Non-adjustable Valve Train
Remove screws, rocker arm pivots, and rocker arms from cylinder head.
Adjustable Valve Train
Remove adjusters, rocker arm pivots, and rocker arms from cylinder head. Remove pivot studs and guide plate as

2. Compress valve springs using a valve spring compressor.

3. Once valve spring is compressed, remove following items:

4. Repeat above procedure for other cylinder head. Do not interchange parts from 1 cylinder head to another.

removed, or if seal is deteriorated in any way. Never reuse an old seal.

required.

● Valve spring keepers.

● Valve spring retainers.

● Valve springs.

● Valve spring caps.

● Intake and exhaust valves (mark position).

● Valve stem seals.

7162 690 05 Rev. -- KohlerEngines.com

Disassembly/Inspection and Service

Inspection and Service
Valve Details

EXHAUST VALVE INTAKE VALVE

F F

E E

C

G G

D

INT

H H

EXH

D

Dimension Intake Exhaust

A Seat Angle 89° 89°

B Seat Taper 30° 30°

C Guide Depth 8.5 mm (0.334 in.) 8.5 mm (0.334 in.)

D Guide I.D. 7.038/7.058 mm (0.2771/0.2779 in.) 7.038/7.058 mm (0.2771/0.2779 in.)

E Valve Head Diameter 38.625/38.685 mm (1.5206/1.5230 in.) 31.625/31.825 mm (1.2450/1.2549 in.)

F Valve Face Angle 45° 45°

G Valve Margin (Min.) 1.0 mm (0.0393 in.) 1.0 mm (0.0393 in.)

H Valve Stem Diameter 6.982/7.000 mm (0.2749/0.2756 in.) 6.970/6.988 mm (0.2744/0.2751 in.)

A

B

After cleaning, check fl atness of cylinder head and
corresponding top surface of crankcase using a surface
plate or piece of glass and feeler gauge. Maximum
allowable out of fl atness is 0.076 mm (0.003 in.).

Carefully inspect valve mechanism parts. Inspect valve
springs and related hardware for excessive wear or
distortion. Check valves and valve seat area or inserts
for evidence of deep pitting, cracks, or distortion. Check
clearance of valve stems in guides.

Hard starting or loss of power accompanied by high
fuel consumption may be symptoms of faulty valves.
Although these symptoms could also be attributed to
worn rings, remove and check valves fi rst. After removal,
clean valve heads, faces, and stems with a power wire
brush.

Then, carefully inspect each valve for defects such as a
warped head, excessive corrosion, or a worn stem end.
Replace valves found to be in bad condition.

Valve Guides

If a valve guide is worn beyond specifi cations, it will not
guide valve in a straight line. This may result in burnt
valve faces or seats, loss of compression, and excessive
oil consumption.

To check valve guide-to-valve stem clearance,
thoroughly clean valve guide and, using a split-ball
gauge, measure inside diameter of guide. Then, using
an outside micrometer, measure diameter of valve stem
at several points on stem where it moves in valve guide.
Use largest stem diameter to calculate clearance by
subtracting stem diameter from guide diameter. If intake
clearance exceeds 0.038/0.076 mm (0.0015/0.0030
in.) or exhaust clearance exceeds 0.050/0.088 mm
(0.0020/0.0035 in.), determine if valve stem or guide is
responsible for excessive clearance.

Maximum (I.D.) wear on intake valve guide is 7.135
mm (0.2809 in.) and 7.159 mm (0.2819 in.) for exhaust
guide. Guides are not removable but can be reamed

0.25 mm (0.010 in.) oversize. Valves with 0.25 mm
oversize stems must then be used.

If guides are within limits but valve stems are worn
beyond limits, install new valves.

Valve Seat Inserts

Hardened steel alloy intake and exhaust valve seat
inserts are press fi tted into cylinder head. Inserts are
not replaceable but can be reconditioned if not too badly
pitted or distorted. If cracked or badly warped, cylinder
head should be replaced.

72 62 690 05 Rev. --KohlerEngines.com

Disassembly/Inspection and Service

Recondition valve seat inserts following instructions
provided with valve seat cutter being used. Final cut
should be made with an 89° cutter as specifi ed for
valve seat angle. Cutting proper 45° valve face angle
as specifi ed, and proper valve seat angle (44.5°, half of
full 89° angle), will achieve desired 0.5° (1.0° full cut)
interference angle where maximum pressure occurs on
outside diameters of valve face and seat.

Lapping Valves

Reground or new valves must be lapped in, to provide
proper fi t. Use a hand valve grinder with a suction cup
for fi nal lapping. Lightly coat valve face with a fi ne grade

Breather/Oil Pan Components

of grinding compound, then rotate valve on its seat with
grinder. Continue grinding until a smooth surface is
obtained on seat and on valve face. Thoroughly clean
cylinder head in soap and hot water to remove all traces
of grinding compound. After drying cylinder head, apply
a light coating of SAE 10 oil to prevent rusting.

Valve Stem Seals

These engines use valve stem seals on intake and
exhaust valves. Always use new seals when valves
are removed from cylinder head. Seals should also be
replaced if deteriorated or damaged in any way. Never
reuse an old seal.

M

L

K

D

F

I

H

A

J

E

C

F

G

B

A Oil Pan B Gerotor Gears C Oil Pump O-Ring D Oil Pump Housing

E Pickup Tube F Inlet Seal G Pickup Screen H Drain Plug

N

7362 690 05 Rev. -- KohlerEngines.com

Disassembly/Inspection and Service

1,4

3

2

Crankshaft Bearing

I

M Breather Assembly N Oil Seal

(PTO)

J Oil Pan Gasket K Breather Filter L Breather Gasket

Remove Breather Assembly

1. Carefully remove harness clip from #1 valley baffl e
(if not already removed).

2. Remove fasteners securing breather assembly and
gasket to crankcase.

3. Carefully break gasket seal and remove breather
and fi lter. Do not pry on sealing surfaces as it could
cause damage resulting in leaks. Note assembly and
orientation of parts.

Remove Oil Pan Assembly

1. Remove screws securing oil pan to crankcase.

2. Locate protruding tabs on oil pan. Carefully tap to
break gasket seal. Do not pry on sealing surfaces as
this could cause leaks. Separate oil pan from
crankcase. Remove old gasket.

Inspection

Inspect oil seal in oil pan and remove it if it is worn or
damaged.

Inspect crankshaft bearing surface for wear or damage.
Replace bearing or oil pan assembly if required.

Oil Pump Assembly

Disassembly

1. Remove screws securing oil pump housing including
screw for pickup screen.

2. Remove oil pump housing and pickup screen from
oil pan.

3. Remove oil pump gerotor gears from oil pan recess.

4. Remove oil pickup by pulling it free from oil pump
body.

5. Relief valve is a one-piece style, staked to oil pump
housing; removal should not be attempted, nor is
internal servicing possible. If a problem with relief
valve is encountered, oil pump should be replaced.

Inspection

Inspect oil pump housing, gerotor gears, and oil pan
recess for nicks, burrs, wear, or any visible damage.
Inspect inlet seal for pickup tube in housing. If any parts
are worn or damaged, replace seal, oil pump or oil pan
as required.

Reassembly

Torque Sequence

3

1,4

2

1. Make sure recess in oil pan for oil pump gerotor
gears is clean.

2. Lubricate oil pump gerotor gears with grease
(Lubriplate® 100 or equivalent), and install into
recess.

3. Lightly lubricate with oil and install inlet seal into oil
pump housing until it is fully seated.

4. Install O-ring in groove of oil pump housing. Use a
small quantity of grease to hold it in place.

5. Lightly lubricate I.D. of inlet seal with oil and carefully
insert end of pickup tube through seal into oil pump
housing.

6. Install oil pump housing with pickup tube, over oil
pump boss and gears. Align all 3 screw locations.

7. Check alignment of parts and torque oil pump
housing screws 9.9 N·m (88 in. lb.) using sequence
below:

a. Install fastener into screw location 1 and lightly

tighten to position pump.

b. Install fastener into screw location 2 and fully

torque to recommended value.

c. Install fastener into screw location 3 and fully

torque to recommended value.

d. Finish torquing fastener in screw location 1 to

recommended value.

8. Install and torque pickup screen mounting screw to

11.3 N·m (100 in. lb.) into new hole or 7.7 N·m (68
in. lb.) into used hole.

74 62 690 05 Rev. --KohlerEngines.com

Disassembly/Inspection and Service

Crankcase Components

M

O

L

K

J

Remove Camshaft

Remove camshaft and shim (if used).

Inspection

A

B

I

N

D

C

E

G

H

F

Check lobes of camshaft for wear or damage. Inspect
cam gear for badly worn, chipped, or missing teeth.
Replacement of camshaft will be necessary if any of
these conditions exist.

Remove Connecting Rods with Pistons and Rings

NOTE: If a carbon ridge is present at top of either

cylinder bore, use a ridge reamer tool to remove
ridge before attempting to remove piston.

NOTE: Cylinders are numbered on crankcase. Use

numbers to mark each end cap, connecting rod
and piston for reassembly. Do not mix end caps
and connecting rods.

1. Remove screws securing closest connecting rod end

cap. Remove end cap.

2. Carefully remove connecting rod and piston

assembly from cylinder bore.

3. Repeat above procedures for other connecting rod

and piston assembly.

Connecting Rods

Offset, stepped-cap connecting rods are used in these
engines.

Inspection and Service

Check bearing area (big end) for excessive wear, score
marks, running and side clearances. Replace rod and
cap if scored or excessively worn.

Service replacement connecting rods are available in
STD crankpin size and 0.25 mm (0.010 in.) undersize.
Always refer to appropriate parts information to ensure
that correct replacements are used.

A Camshaft B Locking Tab*

C Regulating Pin* D Governor Gear*

E Cross Shaft* F Lifter Feed Cover

G Lifter Feed Cover H Governor Yoke*

I Crankshaft J Connecting Rod

K Connecting Rod L Piston Pin

M Piston Pin Retainer N Piston

O Piston Ring Set P Oil Seal

*Mechanical Governor only.

P

Gasket

End Cap

7562 690 05 Rev. -- KohlerEngines.com

Disassembly/Inspection and Service

Piston and Rings

Inspection
Piston and Rings Components and Details

A

B

C

D

E

F

G

I

H

A Piston Ring B End Gap

C Identifi cation Mark D Piston

Top Compression

E

G Rails H Expander

I

Scuffi ng and scoring of pistons and cylinder walls occurs
when internal engine temperatures approach welding
point of piston. Temperatures high enough to do this are
created by friction, which is usually attributed to improper
lubrication and/or overheating of engine.

Normally, very little wear takes place in piston boss­piston pin area. If original piston and connecting rod can
be reused after new rings are installed, original pin can
also be reused but new piston pin retainers are required.
Piston pin is included as part of piston assembly – if pin
boss in piston or pin are worn or damaged, a new piston
assembly is required.

Ring failure is usually indicated by excessive oil
consumption and blue exhaust smoke. When rings fail,
oil is allowed to enter combustion chamber where it is
burned along with fuel. High oil consumption can also
occur when piston ring end gap is incorrect because
ring cannot properly conform to cylinder wall under this
condition. Oil control is also lost when ring gaps are not
staggered during installation.

Ring

Oil Control Ring

(3 Piece)

F

Center

Compression Ring

When cylinder temperatures get too high, lacquer and
varnish collect on pistons causing rings to stick, which
results in rapid wear. A worn ring usually takes on a
shiny or bright appearance.

Scratches on rings and pistons are caused by abrasive
material such as carbon, dirt, or pieces of hard metal.

Detonation damage occurs when a portion of fuel charge
ignites spontaneously from heat and pressure shortly
after ignition. This creates 2 fl ame fronts which meet and
explode to create extreme hammering pressures on a
specifi c area of piston. Detonation generally occurs from
using low octane fuels.

Preignition or ignition of fuel charge before timed spark
can cause damage similar to detonation. Preignition
damage is often more severe than detonation damage.
Preignition is caused by a hot spot in combustion
chamber from sources such as glowing carbon deposits,
blocked cooling fi ns, an improperly seated valve, or
wrong spark plug(s).

Replacement pistons are available in STD bore size, and
in 0.25 mm (0.010 in.), and 0.50 mm (0.020 in.) oversize.
Replacement pistons include new piston ring sets and
new piston pins.

Replacement ring sets are also available separately
for STD, 0.25 mm (0.010 in.), and 0.50 mm (0.020 in.)
oversize pistons. Always use new piston rings when
installing pistons. Never reuse old rings.

Some important points to remember when servicing
piston rings:

1. Cylinder bore must be deglazed before service ring
sets are used.

2. If cylinder bore does not need reboring and if old
piston is within wear limits and free of score or scuff
marks, old piston may be reused.

3. Remove old rings and clean up grooves. Never
reuse old rings.

4. Before installing new rings on piston, place top 2
rings, each in turn, in its running area in cylinder
bore and check end gap. Top and center
compression ring end gap clearance is 0.30/0.55
mm (0.011/0.021 in.) with maximum wear limit of

0.94 mm (0.037 in.).

5. After installing new compression (top and middle)
rings on piston, make sure ring-to-groove side
clearance is 0.04/0.08 mm (0.0015/0.0031 in.). If
side clearance is greater than specifi ed, a new
piston must be used.

Install New Piston Rings

NOTE: Rings must be installed correctly. Ring

installation instructions are usually included with
new ring sets. Follow instructions carefully. Use
a piston ring expander to install rings. Install
bottom (oil control) ring fi rst and top
compression ring last.

To install new piston rings, proceed as follows:

1. Oil control ring (bottom groove): Install expander and
then rails. Make sure ends of expander are not
overlapped.

76 62 690 05 Rev. --KohlerEngines.com

Disassembly/Inspection and Service

2. Middle compression ring (center groove): Install
center ring using a piston ring installation tool. Make
sure identifi cation mark is up or colored dye stripe (if
contained), is to left of end gap.

3. Top compression ring (top groove): Install top ring
using a piston ring expander. Make sure
identifi cation mark is up or colored dye stripe (if
contained), is to left of end gap.

Remove Crankshaft

NOTE: If crankpin is reground, visually check to ensure

that fi llet blends smoothly with crankpin surface.

Carefully pull crankshaft from crankcase. Note thrust
washers and shims if used.

Inspection and Service
Crankshaft Components and Details

A

B

C

D

A Self-Tapping Screw B Flat Washer

C Plug D Crankshaft

F

G

E

H

Fillet Must Blend Smoothly with Bearing Journal

E

F High Point from Fillet Intersections

G 45° Minimum

H This Fillet Area Must Be Completely Smooth

Surface

Inspect gear teeth of crankshaft. If teeth are badly worn,
chipped, or some are missing, replacement of crankshaft
will be necessary.

Inspect crankshaft bearing surfaces for scoring,
grooving, etc. A replaceable bearing is used in
crankshaft bore of oil pan. Do not replace bearing unless
it shows signs of damage, or is out of running clearance

0.040/0.167 mm (0.0015/0.0065 in.). If crankshaft turns
easily, without noise, and there is no evidence of scoring,
grooving, etc., on races or bearing surfaces, bearing can
be reused.

Inspect crankshaft keyways. If they are worn or chipped,
replacement of crankshaft will be necessary.

Inspect crankpin for score marks or metallic pickup.
Slight score marks can be cleaned with crocus cloth
soaked in oil. If wear limits, as stated in Clearance
Specifi cations, are exceeded, it will be necessary to
replace crankshaft or regrind crankpin to 0.25 mm
(0.010 in.) undersize. If reground, a 0.25 mm (0.010 in.)
undersize connecting rod (big end) must then be used to
achieve proper running clearance. Measure crankpin for
size, taper, and out-of-round.

Clearance Specifi cations-Connecting Rod Journal

O.D. - New 43.982/44.000 mm

(1.731/1.732 in.)
O.D. - Max. Wear Limit 43.97 mm (1.731 in.)
Max. Taper 0.018 mm (0.0007 in.)
Max. Out-of-Round 0.025 mm (0.0010 in.)
Width 53.00/53.09 mm

(2.0866/2.0901 in.)

Connecting rod journal can be ground 1 size under.
When grinding a crankshaft, grinding stone deposits
can get caught in oil passages, which could cause
severe engine damage. Removing crankpin plug when
crankshaft is ground provides easy access for removing
any grinding deposits that may collect in oil passages.

Use following procedure to remove and replace plug.

Remove Crankshaft Plug

1. Drill a 3/16 in. hole through plug in crankshaft.

2. Thread a 3/4 in. or 1 in. long self-tapping screw with
a fl at washer into drilled hole. Flat washer must be
large enough to seat against shoulder of plug bore.

3. Tighten self-tapping screw until it draws plug out of
crankshaft.

Install New Crankshaft Plug

Use 1 single cylinder camshaft pin, as a driver and tap
plug into plug bore until it seats at bottom of bore. Make
sure plug is tapped in evenly to prevent leakage.

7762 690 05 Rev. -- KohlerEngines.com

Disassembly/Inspection and Service

Remove Governor Gear Assembly (Mechanical
Governor Only)

Governor gear is held onto shaft by small molded tabs
in gear. When gear is removed from shaft, these tabs
are destroyed and gear must be replaced. Therefore,
remove gear only if absolutely necessary. If governor
cross shaft, yoke, or gear condition does not require
removal, governor gear may be left in place. If removal is
necessary, perform as follows:

1. Remove locking tab thrust washer and note
orientation.

2. Using a screwdriver, carefully pry upward to unseat
governor gear assembly from governor gear shaft.
Remove regulating pin and governor gear assembly.

3. Inspect governor gear shaft for wear or damage.
Remove shaft only if replacement is needed.

Inspection

Governor gear is located within crankcase. Inspect
governor gear teeth. Replace gear if it is worn, chipped,
or if any teeth are missing. Inspect governor weights.
They should move freely in governor gear.

Remove Governor Yoke, Cross Shaft, and Seal
(Mechanical Governor Only)

1. Remove mounting screws securing yoke to governor
cross shaft.

2. Pull governor cross shaft out of crankcase and
remove seal.

Crankcase

Inspection and Service

Check all gasket surfaces to make sure they are free of
gasket fragments. Gasket surfaces must also be free of
deep scratches or nicks.

Check cylinder bore for scoring. In severe cases,
unburned fuel can cause scuffi ng and scoring of cylinder
wall. It washes necessary lubricating oils off piston and
cylinder wall. As raw fuel seeps down cylinder wall,
piston rings make metal to metal contact with wall.
Scoring of cylinder wall can also be caused by localized
hot spots resulting from blocked cooling fi ns or from
inadequate or contaminated lubrication.

If cylinder bore is badly scored, excessively worn,
tapered, or out-of-round, resizing is necessary. Use
an inside micrometer to determine amount of wear,
then select nearest suitable oversize of either 0.25 mm
(0.010 in.) or 0.50 mm (0.020 in.). Resizing to these
oversizes will allow usage of available oversize piston
and ring assemblies. Initially, resize using a boring bar,
then use following procedures for honing cylinder.

Honing
Detail

A

Remove Lifter Feed Chamber Cover and Gaskets

Remove screws securing lifter feed chamber cover and
gaskets. Carefully separate parts from crankcase.

Remove Flywheel End Oil Seal

Remove oil seal from crankcase using a seal puller.

A 23°-33° Crosshatch

NOTE: Kohler pistons are custom-machined to exacting

tolerances. When oversizing a cylinder, it should
be machined exactly 0.25 mm (0.010 in.) or

0.50 mm (0.020 in.) over new diameter.
corresponding oversize Kohler replacement
piston will then fi t correctly.

While most commercially available cylinder hones can
be used with either portable drills or drill presses, use
of a low speed drill press is preferred as it facilitates
more accurate alignment of bore in relation to crankshaft
crossbore. Honing is best accomplished at a drill speed
of about 250 RPM and 60 strokes per minute. After
installing coarse stones in hone, proceed as follows:

78 62 690 05 Rev. --KohlerEngines.com

Disassembly/Inspection and Service

1. Lower hone into bore and after centering, adjust so

stones are in contact with cylinder wall. Use of a
commercial cutting-cooling agent is recommended.

2. With lower edge of each stone positioned even with

lowest edge of bore, start drill and honing process.
Move hone up and down while resizing to prevent
formation of cutting ridges. Check size frequently.

3. When bore is within 0.064 mm (0.0025 in.) of

desired size, remove coarse stones and replace
them with burnishing stones. Continue with
burnishing stones until bore is within 0.013 mm
(0.0005 in.) of desired size and then use fi nish
stones (220-280 grit) and polish bore to its fi nal size.
A crosshatch should be observed if honing is done
correctly. Crosshatch should intersect at
approximately 23°-33° off horizontal. Too fl at an
angle could cause rings to skip and wear
excessively, and too steep an angle will result in high
oil consumption.

4. After resizing, check bore for roundness, taper, and

size. Use an inside micrometer, telescoping gauge,
or bore gauge to take measurements. These
measurements should be taken at 3 locations in
cylinder – at top, middle, and bottom. There are 2
measurements that should be taken
(perpendicular to each other) at all 3 locations.

Clean Cylinder Bore After Honing

Proper cleaning of cylinder walls following boring and/
or honing is very critical to a successful overhaul.
Machining grit left in cylinder bore can destroy an engine
in less than 1 hour of operation after a rebuild.

Final cleaning operation should always be a thorough
scrubbing with a brush and hot, soapy water. Use a
strong detergent that is capable of breaking down
machining oil while maintaining a good level of suds. If
suds break down during cleaning, discard dirty water and
start again with more hot water and detergent. Following
scrubbing, rinse cylinder with very hot, clear water, dry
it completely, and apply a light coating of engine oil to
prevent rusting.

Measuring Piston-to-Bore Clearance
Piston Detail

A

A 11 mm (0.4331 in.)

NOTE: Do not use a feeler gauge to measure piston-to-

bore clearance; it will yield inaccurate
measurements. Always use a micrometer.

Before installing piston into cylinder bore, it is necessary
that clearance be accurately checked. This step is
often overlooked, and if piston thrust face-to-cylinder
bore running clearance is not within 0.033/0.071 mm
(0.0013/0.0028 in.), engine failure will usually result.

Use following procedure to accurately measure piston­to-bore clearance:

1. Use a micrometer and measure diameter of piston
11 mm (0.4331 in.) above bottom of piston skirt and
perpendicular to piston pin.

2. Use an inside micrometer, telescoping gauge, or
bore gauge and measure cylinder bore. Take
measurement approximately 63.5 mm (2.5 in.) below
top of bore and perpendicular to piston pin.

3. Piston-to-bore clearance is difference between bore
diameter and piston diameter (step 2 minus step 1).

7962 690 05 Rev. -- KohlerEngines.com

Disassembly/Inspection and Service

Electronic Governor Intake and Throttle Body Assembly Components

S

J

O

R

P

Q

A

A Elbow B Elbow O-ring C Throttle Body D Intake Manifold

E Fuel Rail Assembly F Breather Hose G Injector H MAP Sensor

I ECU J

Throttle Body Lever

M

Q GCU Module R DLA S

Adapter

N Linkage & Spring O GCU Bracket P DLA Bracket

N

B

C

Air Cleaner Bracket

K

M

Assembly

L

H

D

K

I

E

Air Temperature

Sensor

GCU Wiring Harness

Connector

G

F

L Lifting Bracket

Remove Throttle Body (Electronic Governor)

1. Disconnect TPS wire.

2. Loosen 2 screws securing lifting bracket and air
cleaner bracket to intake manifold.

3. Remove nuts securing elbow and throttle body.

4. Remove 3 screws securing GCU bracket.

5. Disconnect link clip from outboard end of DLA;
remove spring and linkage.

6. Carefully lift and move air cleaner brackets/ECU/
GCU up on front section of engine. Secure
temporarily to access and replace throttle body.

7. Disconnect intake air temperature sensor from
throttle body.

8. Disconnect breather tube from throttle body.

9. Disconnect throttle position sensor connector.

80 62 690 05 Rev. --KohlerEngines.com

10. Disconnect vent hose from bottom of throttle body.

11. Slide throttle body off studs.

12. Reverse procedure to reassemble, torque fasteners
to proper specifi cations. Air cleaner bracket screws
to 11.3 N·m (100 in. lb.); Air cleaner elbow to throttle
body nuts to 7.9 N·m (70 in. lb.).

Remove GCU (Electronic Governor)

1. Remove screws securing GCU to GCU bracket.

2. Unplug wiring harness connector from GCU.

3. Reverse procedure to install. Torque screws to 2.1
N·m (19 in. lb.).

Disassembly/Inspection and Service

Mechanical Governor Intake and Throttle Body Assembly Components

J

I

L

K

B

A

C

N

A Elbow B Elbow O-ring C Throttle Body D Intake Manifold

E Fuel Rail Assembly F Breather Hose G Injector H MAP Sensor

I ECU J

M Throttle Linkage N Linkage Spring

Remove Throttle Body (Mechanical Governor)

1. Disconnect TPS wire.

2. Loosen 2 screws securing air cleaner bracket and
speed control bracket to intake manifold.

3. Remove nuts securing elbow and throttle body.

4. Unhook idle and governor springs from control
bracket and governor lever. Note location and
position of each.

5. Disconnect throttle linkage and linkage spring from
governor lever. Note location and position of each.

6. Carefully lift and move air cleaner brackets/ECU up
on front section of engine. Secure temporarily to
access and replace throttle body.

M

Air Cleaner Bracket

Assembly

H

D

E

K

7. Disconnect intake air temperature sensor from

8. Disconnect breather tube from throttle body.

9. Disconnect throttle position sensor connector.

10. Disconnect vent hose from bottom of throttle body.

11. Slide throttle body off studs.

12. Reverse procedure to reassemble, torque fasteners

Air Temperature

Sensor

throttle body.

to proper specifi cations. Air cleaner bracket screws
to 11.3 N·m (100 in. lb.); Air cleaner elbow to throttle
body nuts to 7.9 N·m (70 in. lb.).

G

F

L

Speed Control

Bracket

8162 690 05 Rev. -- KohlerEngines.com

Disassembly/Inspection and Service

Remove ECU

1. Remove screws securing ECU to bracket.

2. Disconnect black and grey electrical connectors from
ECU.

3. Reverse procedure to install. Torque screws to 6.2
N·m (55 in. lb.).

Remove Fuel Injectors

1. Disconnect electrical connector.

2. Remove screw for each injector and pull injector out
of intake manifold.

3. When removed, pull metal retaining clip connecting
fuel injector to fuel injector cap. There may be some
fuel left in line. Any spilled fuel must be cleaned up
immediately.

4. Reverse procedure to install. Torque fuel injector cap
screws to 7.3 N·m (65 in. lb.).

Remove Manifold Absolute Pressure (MAP) Sensor

1. With a screwdriver, slide locking tab on electrical
connector.

2. Carefully slide lock tab outward. Press down on lock
tab to release, then separate connectors.

3. Remove screw and pull MAP sensor out of intake
manifold.

4. Reverse procedure to install. Torque screw to 7.3
N·m (65 in. lb.).

Remove Fuel Pump Module/Fuel Pump Assembly

WARNING

Explosive Fuel can cause fi res and severe
burns.

Do not fi ll fuel tank while engine is hot or
running.

Gasoline is extremely fl ammable and its vapors can
explode if ignited. Store gasoline only in approved
containers, in well ventilated, unoccupied buildings,
away from sparks or fl ames. Spilled fuel could ignite if it
comes in contact with hot parts or sparks from ignition.
Never use gasoline as a cleaning agent.

Fuel Pump Module/Fuel Pump was removed as an
assembly. An exploded view of that assembly with steps
to disassemble it follow.

Fuel Pump Module/Pump Assembly Components

H

I

G

J

K

F

L

E

D

C

B

A Fuel Pump Module B

C Inlet Port D

E Evap Line F Electrical Connector

G Inlet Line H Fuel Pump

I Outlet Line J Pulse Line

K Fuel Filter L Crankcase Fitting

1. Remove screws securing fuel pump module to
baffl e.

2. Using a side cutter or similar tool, cut Oetiker clamp
to remove fuel line from fuel pump module inlet port.

3. Disconnect inlet, outlet, and pulse (vacuum) lines at
fuel pump.

High Pressure Fuel

Fuel Pump Module

A

Line Connector

Baffl e

82 62 690 05 Rev. --KohlerEngines.com

Reassembly

Crankcase Components

M

O

L

K

J

NOTE: Make sure engine is assembled using all

specifi ed torque values, torque sequences, and
clearances. Failure to observe specifi cations
could cause severe engine wear or damage.

A

B

I

N

D

C

E

G

H

F

Make sure all traces of any cleaner are removed before
engine is assembled and placed into operation. Even
small amounts of these cleaners can quickly break down
lubricating properties of engine oil.

Check oil pan, crankcase, cylinder heads, and valve
covers to be certain all old gasket material has been
removed. Use gasket remover, lacquer thinner, or paint
remover to remove any remaining traces. Clean surfaces
with isopropyl alcohol, acetone, lacquer thinner, or
electrical contact cleaner.

Install Flywheel End Oil Seal

1. Make sure seal bore of crankcase is clean and free

2. Apply a light coat of clean engine oil to outside

3. Install oil seal into crankcase using a seal driver.

Install Lifter Feed Chamber Gasket and Cover

1. Install lifter feed chamber gasket, followed by lifter

2. Install screws. Make sure all parts are properly

Always use new gaskets. Apply a small amount
of oil to threads of critical fasteners before
assembly, unless a sealant or Loctite® is
specifi ed or preapplied.

of any nicks or burrs.

diameter of oil seal.

Make sure oil seal is installed straight and true in
bore and tool bottoms against crankcase.

feed cover over lifter feed chamber.

aligned. Torque screws to 6.6 N·m (58 in. lb.).

A Camshaft B Locking Tab*

C Regulating Pin* D Governor Gear*

E Cross Shaft* F Lifter Feed Cover

G Lifter Feed Cover H Governor Yoke*

I Crankshaft J Connecting Rod

K Connecting Rod L Piston Pin

M Piston Pin Retainer N Piston

O Piston Ring Set P Oil Seal

*Mechanical Governor only.

P

Gasket

End Cap

8362 690 05 Rev. -- KohlerEngines.com

Reassembly

Install Governor Shafts, Seal, and Governor Gear
(Mechanical Governor only)

Governor Components and Details

B

A

C

D

E

A Crankcase Surface B

C Oil Seal D

E Crankcase Surface F

If governor shafts, seal, and/or governor gear were
removed, reassemble as follows.

1. Lightly oil lip and outside diameter of new governor
cross shaft seal. Install seal into crankcase to depth
shown.

2. If governor gear shaft was removed, press or lightly
tap replacement shaft into oil pan to depth shown.

3. Lubricate governor cross shaft bearing surfaces in
crankcase with engine oil. Insert governor cross
shaft end with fl at cutout where governor yoke is
secured, into crankcase and position shaft so that
fl at part is visible (up).

4. Attach governor yoke to cross shaft so curved
section is up as marked. Secure with screws. If a
thread locking compound is not preapplied, apply a
small amount of Loctite® 266™ Threadlocker or
equivalent, to screw threads before installing. Torque
screws to 2.2 N·m (20 in. lb.).

5. Install fi rst regulating pin with head down so it will
contact yoke. Install governor gear with second
regulating pin and fl yweight assembly in/down onto
governor shaft until it locks into position. Apply a
small amount of grease to locking tab thrust washer
and install on top of governor gear so tang is facing
up in 6 o’clock position.

F

Seal Depth

1.5-2.0 mm

(0.059-0.078 in.)

12.66 mm
(0.498 in.)

Governor Gear

Shaft

Install Crankshaft

Carefully slide fl ywheel end of crankshaft through oil seal
in crankcase.

Install Connecting Rods with Pistons and Rings

Piston Details

C

A B

A Side 1 B Side 2

C Top of Piston

NOTE: Cylinders are numbered on crankcase. Make

sure to install piston, connecting rod and end
cap into appropriate cylinder bore as previously
marked at disassembly. Do not mix end caps
and connecting rods.

NOTE: Proper orientation of piston/connecting rod

assemblies inside engine is extremely important.
Improper orientation can cause extensive wear
or damage. Be certain pistons and connecting
rods are assembled exactly as shown.

1. Stagger piston rings in grooves until end gaps are
120° apart. Oil ring rails should also be staggered.

2. Lubricate cylinder bore, piston, and piston rings with
engine oil. Compress rings of piston side 1 using a
piston ring compressor.

3. Lubricate crankshaft journals and connecting rod
bearing surfaces with engine oil.

4. Make sure FLY stamping on piston is facing toward
fl ywheel side of engine. Use a hammer with a rubber
grip and gently tap piston into cylinder. Be careful oil
ring rails do not spring free between bottom of ring
compressor and top of cylinder.

5. Install inner rod cap to connecting rod using screws.
Torque screws in increments to 11.6 N·m (103 in.
lb.). Illustrated instructions are provided in service
rod package.

Align chamfer of connecting rod with chamfer of its

mating end cap. When installed, fl at faces of
connecting rods should face each other. Faces with
raised rib should be toward outside.

6. Repeat this procedure for other connecting rod and
piston assembly.

84 62 690 05 Rev. --KohlerEngines.com

Reassembly

Install Camshaft

1. Liberally apply camshaft lubricant to each cam lobe.
Lubricate camshaft bearing surfaces of crankcase
and camshaft with engine oil.

2. Position timing mark of crankshaft gear at 12 o’clock
position.

3. Slide camshaft into bearing surface of crankcase,
positioning timing mark of camshaft gear at 6 o’clock
position. Make sure camshaft gear and crankshaft
gear mesh, with both timing marks aligned.

Determining Camshaft End Play

1. Place a new oil pan gasket into position on
crankcase.

2. Position camshaft end play checking tool over
camshaft. Use a feeler gauge to check end play
between camshaft and end play checking tool.
Camshaft endplay should be between 0.3/1.3 mm
(0.011/0.051 in.).

3. No shim is typically used from factory. However, if
camshaft end play is not within specifi ed range,
remove checking tool and shim as necessary.

Several color coded shims are available:

White: 0.69215/0.73025 mm (0.02725/0.02875 in.)

Blue: 0.74295/0.78105 mm (0.02925/0.03075 in.)

Red: 0.79375/0.83185 mm (0.03125/0.03275 in.)

Yellow: 0.84455/0.88265 mm (0.03325/0.03475 in.)

Green: 0.89535/0.99345 mm (0.03525/0.03675 in.)

Gray: 0.94615/0.98425 mm (0.03725/0.03875 in.)

Black: 0.99695/1.03505 mm (0.03925/0.04075 in.)

4. Reinstall end play checking tool and recheck end
play.

8562 690 05 Rev. -- KohlerEngines.com

Reassembly

Breather/Oil Pan Components

M

L

K

D

F

J

E

I

C

F

H

A

N

A Oil Pan B Gerotor Gears C Oil Pump O-Ring D Oil Pump Housing

E Pickup Tube F Inlet Seal G Pickup Screen H Drain Plug

Crankshaft Bearing

I

M Breather Assembly N Oil Seal

(PTO)

J Oil Pan Gasket K Breather Filter L Breather Gasket

G

B

Breather Fastener

Torque Sequence

1

4

3

2

Install Oil Pan Seal and Crankshaft Bearing (PTO)

If bearing was removed in servicing, install a new
bearing using an arbor press and driver.

1. Make sure oil pan bore for bearing is clean, dry and
free of nicks or burrs.

86 62 690 05 Rev. --KohlerEngines.com

2. Press crankshaft bearing (PTO) in place with notch
oriented in 12 o’clock position using an arbor press
and driver. Make sure bearing is fully seated against
fl ange.

3. Apply a light coat of clean engine oil to inner surface
of bearing.

Reassembly

PTO Oil Seal
Details

A

B

A 3.0 mm (0.118 in.) B Oil Seal

1. Check to make sure there are no nicks or burrs in
crankshaft seal bore of oil pan.

2. Lightly oil outside diameter of oil seal.

3. Install oil seal into oil pan using a seal driver. Make
sure oil seal is installed straight and true in bore to
depth shown.

Oil Pump Assembly

Oil pump is mounted inside oil pan. If service
was required and oil pump was removed, refer to
Disassembly/Inspection and Service procedure.

Install Oil Pan Assembly

Torque Sequence

1

3

14

5

12

1. Make sure sealing surfaces of oil pan and crankcase
are clean, dry, and free of any nicks or burrs. Install
a new O-ring in oil pan.

2. Install a new oil pan gasket onto crankcase.

3. Make sure oil pump and oil pick up are installed in oil
pan.

4. Ensure end of locking tab washer on governor gear
is positioned outward in 6 o’clock position inside
crankcase.

5. Orient fl at of oil pump gear to match position of fl at
on camshaft. Install oil pan to crankcase. Carefully
seat camshaft and crankshaft into their mating
bearings. Rotate crankshaft slightly to help oil pump
and governor gears mesh.

6. Lightly oil threads and install screws securing oil pan
to crankcase. Torque fasteners in sequence shown
to 25.6 N·m (227 in. lb.).

Check Crankshaft End Play

Set engine on base and use a dial indicator to check
crankshaft end play to 0.30/1.50 mm (0.011/0.059 in.).

Install Breather Assembly

1. Make sure sealing surfaces of crankcase and
breather cover are clean and free of any nicks or
burrs. Do not scrape surfaces, as this could result in
leakage.

2. Install breather chamber gasket as shown. Assemble
and install breather assembly components as
illustrated. Make sure fi lter does not extend above
top surface and all parts are properly aligned.

3. Install screws and torque to 12.4 N·m (110 in. lb.)
following sequence.

4. Breather hose will be connected to cover in a later
step.

7

9

11

13

2

10

8

6

4

8762 690 05 Rev. -- KohlerEngines.com

Reassembly

Cylinder Head Components

C

B

G

H

A Gasket B Valve C Cylinder Head D Pipe Plug

E Guide Plate F Spacer G Washer H Spark Plug

I Valve Stem Seal J Valve Spring K Valve Spring Retainer L Hydraulic Lifter

M Valve Spring Keeper N Push Rod O Rocker Arm P Rocker Arm Pivots

Q Rocker Stud R Valve Cover Seal S Valve Cover T Grommet

U Rocker Arm Screw V

Non-adjustable Valve

D

E

F

I

A

Train (Non-AVT)

L

N

J

K

M

Q

O

P

X

W Adjusting Nut X

W

V

U

R

S

Adjustable Valve

T

Train (AVT)

Install Hydraulic Lifters

NOTE: Hydraulic lifters should always be installed in

same position as they were disassembled.
Exhaust lifters are located on output shaft side
of engine while intake lifters are located on fan
side of engine. Cylinder numbers are embossed
on top of crankcase and each cylinder head.

1. Refer to Disassembly/Inspection and Service for
lifter preparation (bleed down) procedures.

2. Apply camshaft lubricant to bottom surface of each
lifter. Lubricate hydraulic lifters and lifter bores in
crankcase with engine oil. Do not prime lifters.

3. Note mark or tag identifying hydraulic lifters as either
intake or exhaust and cylinder 1 or cylinder 2. Install
hydraulic lifters into their appropriate location in
crankcase. Do not use a magnet.

88 62 690 05 Rev. --KohlerEngines.com

Valve Stem Seals

These engines use valve stem seals on intake and
exhaust valves. Always use new seals whenever valves
are removed from cylinder head. Seals should also be
replaced if worn or damaged. Never reuse an old seal.

Assemble Cylinder Heads

Prior to installation, lubricate all components with engine
oil, paying particular attention to lip of valve stem seal,
valve stems, and valve guides. Install in order listed
below using a valve spring compressor.

● Intake and exhaust valves

● Valve spring retainers.

● Valve springs.

● Valve spring keepers.

● Valve stem seals.

● Guide plate (AVT only).

● Pivot studs (AVT only).

Reassembly

2

2

4

4

5

5

3

3

1

1

Install Cylinder Heads

Torque Sequence

2

5

4

3

1

12

NOTE: Match numbers embossed on cylinder heads

and crankcase.

1. Check to make sure there are no nicks or burrs on

sealing surfaces of cylinder head or crankcase.

2. Check dowel pins are in place in 2 lower locations,

and install a new cylinder head gasket, (printed side
up).

3. Install cylinder head. Make sure head is fl at on

gasket and dowel pins. Install a fl at washer on
screws in locations 1 and 3. Install spacer followed
by a fl at washer on screw in location 5. Start 5
screws.

4. Torque screws in 2 stages, fi rst to 23.7 N·m

(210 in. lb.), fi nally to 46.9 N·m (415 in. lb.) following
sequence shown.

5. Repeat procedure for opposite cylinder.

6. Make sure threads of pipe plugs for cylinder heads

are clean and dry. Install a plug into each cylinder
head above screw on location 2 and torque to

28.5 N·m (252 in. lb.).

Install Guide Plate, Pivot Studs, Push Rods and
Rocker Arms

NOTE: Install push rod guide plate so fl ange is down

(towards cylinder) on side 1, and up (away from
cylinder) on side 2 (AVT only).

NOTE: Push rods should always be installed in same

position as before in disassembly.

Non-adjustable Valve Train

1. Position rocker arm pivots in sockets of rocker arms.

Insert screws through pivots, rocker arms, and guide
plate. Start screws into cylinder head and fi nger
tighten only at this time.

2. Note mark or tag identifying push rod as either

intake or exhaust and cylinder 1 or 2. Dip ends of
push rods in engine oil and install, making sure each
push rod ball seats in its hydraulic lifter socket. Align
rocker arms over valve stems. Hold rocker arm in
position and torque screws to 15.5 N·m (137 in. lb.).

5

2

4

3

1

Adjustable Valve Train

1. Install push rod guide plate and rocker arm pivot
studs onto cylinder heads if removed previously.
Torque studs to 11.3 N·m (100 in. lb.).

2. Note mark or tag identifying push rod as either
intake or exhaust and cylinder 1 or 2. Dip ends of
push rods in engine oil and install, making sure each
push rod ball seats in its hydraulic lifter socket.

3. Apply grease to contact surfaces of rocker arms and
rocker arm pivots. Install rocker arms, rocker arm
pivots, and adjusters on cylinder head 1.

Adjust Valve Clearance (AVT Only)

NOTE: It takes two hands to make lash adjustment. A

clamping device or an assistant to hold lifter
compressed while making adjustment will make
process easier.

1. Turn adjusters in rocker arms by hand clockwise
(down), only enough to capture push rods in
recesses.

2. Rotate crankshaft to establish TDC on compression
stroke for cylinder 1.

Check for:
a. Compression will be felt through spark plug hole.
b. Keyway of crankshaft will be aligned with cylinder

1.

c. No rocker arm/push rod movement if crankshaft

is rotated slightly back and forth. If they are
moving, rotate crankshaft one full revolution.

3. Pre-Bled Lifters:

a. Apply downward pressure to push rod side of

rocker arm to compress lifter and bottom internal
plunger. Several manual compressions may be
necessary. Hold in this position for step 3b.

b. Insert a 0.406/0.483 mm (0.016/0.019 in.) feeler

gauge between end of one valve and rocker arm.
Turn adjuster until a slight drag is felt. Hold
adjuster in this position and tighten locking
setscrew. Torque setscrew to 7.7 N·m (69 in. lb.).
After tightening recheck adjustment. Proper valve

clearance is 0.406/0.483 mm (0.016/0.019 in.).
c. Repeat procedure for other valve on this side.
Non-Bled Lifters (when cylinder heads and lifters are

not removed):

a. Turn 1 rocker arm adjusting nut from side 1 down

until push rod is snug but can be rotated with

drag. This is 0 lash.
b. Mark or note setting of adjustment nut, then turn

(tighten) adjuster nut 3 complete revolutions

clockwise, plus one fl at of nut (3/4 turn), or a total

of 3-3/4 turns.
c. Hold adjuster nut in this position and tighten

locking setscrew. Torque setscrew to 7.7 N·m (69

in. lb.).
d. Repeat procedure for other valve on this side.

8962 690 05 Rev. -- KohlerEngines.com

Reassembly

4. Viewed from PTO end, rotate crankshaft 270° (3/4
turn) counterclockwise and align crankshaft keyway
with cylinder 2, which now puts that cylinder at TDC
on compression stroke.

5. Repeat steps 3-5 for setting valve clearance on
cylinder 2.

6. Rotate crankshaft to check for free operation of
valve train. Check for clearance between valve
spring coils at full lift, or bending of push rod(s) can
occur. Minimum allowable clearance is 0.25 mm
(0.010 in.).

Check Assembly

Rotate crankshaft a minimum of two revolutions to check
assembly and overall proper operation.

Check if engine can be turned over completely and
compression is noted. If it cannot (locks up at some
point), return piston to TDC between intake and exhaust
strokes fi rst for one cylinder and then other waiting ten
minutes to allow lifters to bleed down, then check for
compression again.

Install Valve Covers

1. Make sure sealing surfaces are clean and free of
any nicks or burrs.

2. Install and properly seat seal onto each valve cover.

3. Install valve covers on same side as they were
originally installed.

4. Install a new grommet on each valve cover mounting
screw. Start each screw into hole.

5. Check position of each cover and seal, then torque
screws to 13.6 N·m (120 in. lb.).

Install Spark Plugs

1. Check gap using wire feeler gauge. Adjust gap to

0.76 mm (0.030 in.).

2. Install plug into cylinder head.

3. Torque plug to 27 N·m (20 ft. lb.).

Oil Cooler/Filter Components

A

B

C

D

E

F

G

I

J

A Oil Filter B Oil Filter Nipple

C Cup D Valve Spring

E Cup Spring F Oil Filter Valve

G Screw H Oil Filter Housing

I Pin J O-Ring

Install Oil Filter Housing Assembly

Reassemble oil fi lter housing if disassembled previously.

Reassembly

1. Install small spring onto rubber valve, and insert
small end through corresponding hole in cup until
properly seated.

2. Install larger spring into fi lter housing.

3. Insert oil fi lter cup, aligning cutout with
corresponding section in housing.

4. Install nipple in housing and torque to 17.8 N·m
(158 in. lb.).

Installation

1. Make sure all sealing surfaces are clean and all
dowel pins are in position. Install or check new
O-rings are around all oil fi lter adapter dowel pins.

2. Install oil fi lter housing assembly and secure with M8
screw. Make sure housing is fl at on crankcase and
all O-rings remain in position. Torque screw to

23.7 N·m (210 in. lb.)

3. Oil fi lter may be installed now or upon completion of
engine assembly.

H

90 62 690 05 Rev. --KohlerEngines.com

Reassembly

Backing Shroud/Intake Manifold/Throttle Body/Air Cleaner/Flywheel/Fan Assembly Components

G

A

B

C

D

E

F

H

K

L

I

J

M

N

O

P

A Special Washer B Debris Screen C Stiffener D Flywheel Screw

Backing Shroud/

E Washer F

Flywheel/Fan/Hex

Stud Assembly

G

Intake Manifold/

Air Cleaner

H Speed Sensor

Assembly

I Stator J

Rectifi er-Regulator

Connector

M Breather Hose N Oil Sentry

TM

K

O

MAP Sensor

Connector

Oil Temperature

Sensor

L Ground Lead

P Reducer Bushing

9162 690 05 Rev. -- KohlerEngines.com

Reassembly

Install Intake Manifold/Throttle Body//Air Cleaner/
Backing Shroud Assembly

Intake Manifold Torque Sequence

3

4

1

2

1. Install new intake manifold gaskets on bolts so
notched section is inward and points toward fl ywheel
side. Loosely assemble intake manifold to heads; do
not tighten as this time.

2. Set backing shroud assembly onto crankcase and
start mounting screws. Torque screws in a crisscross
pattern to 10.7 N·m (95 in. lb.) into new holes, or 7.3
N·m (65 in. lb.) into used holes.

3. Apply pipe sealant with Tefl on® (Loctite® PST® 592™
Thread Sealant or equivalent) to stator mounting
holes.

4. Position stator, aligning mounting holes so leads are
at bottom and toward rectifi er-regulator mount on
cylinder 1 side.

5. Install and torque screws to 9.3 N·m (82 in. lb.).

6. Check that stator wires are under molded clips in
backing shroud assembly.

7. Install dipstick tube with a new lower O-ring into
crankcase. Secure with lower mounting screw.
Torque screw to 7.7 N·m (68 in. lb.). Start upper
screw but do not tighten until after blower housing is
installed.

8. Torque intake manifold screws in 2 stages using
sequence shown, fi rst to 16.9 N·m (150 in. lb.),
fi nally to 22.6 N·m (200 in. lb.).

Install Breather Hose

1. Lightly oil lower end of breather hose and install into
hole in breather assembly. Cover should be situated
between 2 raised rings of hose.

2. Connect Oil Sentry™ lead (green wire).

3. Install oil temp sensor connector.

4. Install MAP sensor connector.

Install Oil Cooler

NOTE: New hose clamps are recommended for

reassembly, or if clamps have been loosened
(expanded) several times to avoid leakage.

1. Connect hoses between oil fi lter adapter and oil
cooler. Secure with new clamps.

2. Align oil cooler with bosses in backing shroud
assembly. Secure with screws and washers but do
not tighten at this time.

Install Ground Lead and Rectifi er-Regulator
Connector

1. Attach ground lead to outer rectifi er-regulator
mounting screw and washer, then torque mounting
screw to 2.5 N·m (22 in. lb.).

2. Install wiring harness clamp mounting bracket with
harness ground lead to inboard #1 side cylinder
boss.

3. Install rectifi er-regulator connector.

Install Flywheel/Fan Assembly

CAUTION

Damaging Crankshaft and Flywheel can
cause personal injury.

Using improper procedures can lead to broken
fragments. Broken fragments could be thrown from
engine. Always observe and use precautions and
procedures when installing fl ywheel.

NOTE: Before installing fl ywheel make sure crankshaft

taper and fl ywheel hub are clean, dry, and
completely free of any lubricants. Presence of
lubricants can cause fl ywheel to be over
stressed and damaged when screw is torqued to
specifi cations.

NOTE: Make sure fl ywheel key is installed properly in

keyway. Flywheel can become cracked or
damaged if key is not properly installed.

1. Install woodruff key into crankshaft keyway. Make
sure key is properly seated and parallel with shaft
taper.

2. Set fl ywheel/fan assembly onto crankshaft, being
careful not to shift woodruff key.

3. Install screw and washer.

4. Use a fl ywheel strap wrench or holding tool to hold
fl ywheel. Torque screw to 69.8 N·m (51 ft. lb.).

Install Crankshaft Position Sensor

NOTE: Ensure all parts are clean, undamaged, and free

of debris; make sure electrical connectors have
seal in place.

1. Install crankshaft position sensor and bracket
assembly to crankcase posts.

2. Snug screws and check air gap of sensor with a
feeler gauge. It must be 0.20-0.70 mm (0.008-0.027
in.).

3. Torque bracket screws to 9.7 N·m (86 in. lb.).

4. Check electrical connector on crankshaft position
sensor making sure a good connection is made.

92 62 690 05 Rev. --KohlerEngines.com

External Engine Components

M

N

L

K

O

Reassembly

S

S

R

Q

P

H

D

A

I

B

J

A Dipstick B Oil Drain Plug C Oil Fill Tube D Valley Baffl e

E Spark Plug Lead F Barrel Baffl e G Starter Assembly H Ignition Coil

Fuel Pump Module

I

M Electrical Connector N Evap Line O

Q Oil Filter R

U Gasket V Carburetor W Intake Manifold

Bracket

F

B

E

F

G

J Fuel Filter K Fuel Pump Module L Fuel Pump

High Pressure Fuel

Line Connector

Blower Housing with

Fixed Guard

S Cylinder Shroud

C

P Oil Cooler

D

9362 690 05 Rev. -- KohlerEngines.com

Reassembly

Install Valley and Cylinder Barrel Baffl es

1. Install #1 side valley baffl e and secure with 3
screws. Reinstall clip securing harness to baffl e.
Install #2 side valley baffl e and secure with 3
screws. Torque M6 screws going into cylinder head
and crankcase to 10.7 N·m (95 in. lb.) for new holes,
or 7.3 N·m (65 in. lb.) for used holes.

2. Install cylinder barrel baffl es. Make sure spark plug
lead is routed through corresponding opening in
each baffl e. Start each screw. Torque M6 shoulder
screws going through backing shroud assembly into
extruded holes in baffl es to 2.5 N·m (22 in. lb.) into
new holes, or 2.0 N·m (18 in. lb.) into used holes.
Torque M6 screws going into cylinder head and
crankcase to 10.7 N·m (95 in. lb.) for new holes, or

7.3 N·m (65 in. lb.) for used holes.

Torque Oil Cooler Screws

1. Align oil cooler with bosses in backing shroud
assembly. Torque screws to 2.3 N·m (21 in. lb.).

Install Fuel Pump Module/Fuel Pump Assembly

NOTE: Ensure all parts are clean, undamaged, and free

of debris; make sure electrical connector has
seal in place.

NOTE: Fuel pump module pins should be coated with a

thin layer of electrical grease to prevent fretting
and corrosion and may be reapplied if fuel pump
module is being reused.

1. Orient fuel pump module baffl e so pulse fi tting in
crankcase extends through cutout in baffl e.

2. Connect pulse line (from fuel pump) to crankcase
fi tting.

3. Install screws to secure fuel pump module/baffl e
assembly to crankcase. Torque screws to 11.9 N·m
(105 in. lb.). If fuel pump module was removed from
baffl e, after installing baffl e, install fuel pump module
to baffl e and torque screws to 9.2 N·m (81 in. lb.).

4. Connect electrical connector to top of fuel pump
module. Ensure grey locking tab is pulled out before
connecting. Push connector onto terminal until a
click us heard, then push in grey locking tab to lock
connector.

5. Push high pressure fuel line connector onto fuel
pump module fi tting.

6. If Oetiker clamp was cut to remove inlet fuel line,
slide a new Oetiker clamp onto fuel line and connect
fuel line to fuel pump module. Only use an Oetiker
clamp pliers to crimp Oetiker clamps. Oetiker clamp
crimp must point up and away from top of fuel pump
module and anti-abrasion sleeve must be positioned
over Oetiker clamp.

7. Install connectors to #1 and #2 side ignition coils.

8. Orient/push line clamps into baffl es. Push evap line
into clips on high pressure fuel line. Connect evap
line to vent fi tting on fuel pump module.

Install Electric Starter

1. Install electric starter motor using screws.

2. Torque screws to 16 N·m (142 in. lb.).

3. Connect main power lead and solenoid lead.

Install Cooling Fan and Debris Screen

CAUTION

Failure to utilize or reassemble debris screen
as designed could result in debris screen
failure and serious personal injury.

If cooling fan was removed from fl ywheel perform step 1;
if hex studs were removed from fl ywheel perform step 2;
otherwise proceed to step 3.

1. Position cooling fan onto fl ywheel aligning mounting
locations. Apply a small amount of Loctite® 243™
Threadlocker to threads and install long mounting
screws. Torque screws to 10.4 N·m (92 in. lb.).

2. Apply a small amount of Loctite® 243™ Threadlocker
to external threaded section, (unless new parts with
preapplied locking compound are being used).
Thread debris screen hex studs into mounting holes
in fl ywheel. Torque each stud to 21.5 N·m (190 in.
lb.).

3. Install stiffener followed by metal debris screen onto
studs. Secure with special washers and mounting
screws using Loctite® 243™ Threadlocker on
threads. Torque hex fl ange screws to 20.3 N·m (180
in. lb.) and button head cap screws to 9.9 N·m (88
in. lb.).

Install Blower Housing/Guard Assembly

Align and install blower housing with fi xed guard. Secure
with screws. Torque screws to 2.5 N·m (22 in. lb.) into
new holes, or 2.0 N·m (18 in. lb.) into used holes.

Install Fuel Pump

Install fuel pump to blower housing and secure with
screws. Torque screws to 2.8 N·m (25 in. lb.).

Install Cylinder Shrouds

Install cylinder shrouds and secure with screws. Torque
screws to 2.5 N·m (22 in. lb.) into new holes, or 2.0 N·m
(18 in. lb.) into used holes.

94 62 690 05 Rev. --KohlerEngines.com

Mechanical Governor Control Bracket Components

B

Reassembly

A

C

A Throttle Lever B Control Bracket C Throttle Linkage D Linkage Spring

E Cross Shaft F Governor Lever G Governor Spring H Idle Spring

Install Governor Lever (Mechanical Governor Only)

Install governor lever onto governor shaft and connect
throttle linkage with black clip.

Adjusting Mechanical Governor

1. Position governor lever so clamping area is inboard
but completely on knurled area of governor cross
shaft.

2. Move governor lever toward throttle body as far as it
will go (wide-open throttle) and hold in position.

3. Insert a long thin rod or tool into hole on cross shaft
and rotate shaft clockwise (viewed from end) as far
as it will turn, then torque nut to 7.1 N·m (63 in. lb.).

4. Connect governor spring (with long looped end), to
inner hole on governor lever and control bracket.

Connect governed idle spring to outer governor lever

hole and control bracket.

Make sure springs do not contact valley baffl e.

D

E

F

G

Install Oil Sentry™ (if equipped)

1. Apply pipe sealant with Tefl on® (Loctite® PST® 592™
Thread Sealant or equivalent) to Oil Sentry™ threads
switch and install it into 1/8 in. port in oil pan. Torque
switch to 10.7 N·m (95 in. lb.).

2. Connect green wire lead to Oil Sentry™ terminal.

Install Muffl er

1. Install new exhaust gaskets onto exhaust studs.

2. Install port liners (if equipped). Attach muffl er and
secure with nuts onto exhaust studs. Torque nuts to

24.4 N·m (216 in. lb.).

3. Install any attaching hardware and brackets. Torque
M6 screws to 9.9 N·m (88 in. lb.), and M8 screws to

24.4 N·m (216 in. lb.).

4. Install spark arrestor (if used).

H

9562 690 05 Rev. -- KohlerEngines.com

Reassembly

Install Oil Filter and Add Oil to Crankcase

NOTE: Make sure both oil drain plugs are installed and

torqued to 21.4 N·m (16 ft. lb.). to prevent oil
leakage.

1. Install oil drain plugs. Torque plugs to 21.4 N·m
(16 ft. lb.).

2. Place new fi lter in shallow pan with open end up. Fill
with new oil until oil reaches bottom of threads. Allow
2 minutes for oil to be absorbed by fi lter material.

3. Apply a thin fi lm of clean oil to rubber gasket on new
fi lter.

4. Refer to instructions on oil fi lter for proper
installation.

5. Fill crankcase with new oil. Level should be at top of
indicator on dipstick.

6. Reinstall oil fi ll cap/dipstick and tighten securely.

Connect Spark Plug Leads

Connect leads to spark plugs.

Prepare Engine for Operation

NOTE: If ECU, throttle body, TPS, or fuel pump module

were replaced, an ECU Reset and TPS Learn is
required. Refer to Electronic Fuel Injection (EFI)
System section.

NOTE: If electronic governor and throttle body were

removed or replaced, refer to Governor section
for proper adjustment/assembly.

Engine is now completely reassembled. Before starting
or operating engine, follow proceeding steps.

1. Make sure all hardware is tightened securely.

2. Make sure oil drain plugs, Oil Sentry
switch, and a new oil fi lter are installed.

pressure

™

3. Verify crankcase has been fi lled with correct amount,
weight, and type of oil. Refer to oil recommendations
and procedures in Maintenance, Specifi cations, and
Lubrication System sections.

4. Turn on fuel supply.

Testing Engine

It is recommended engine be operated on a test stand or
bench prior to installation in equipment.

1. Set engine up on a test stand. Install an oil pressure
gauge. Start engine and check to be certain oil
pressure (20 psi or more) is present. Run engine at
idle for 2-3 minutes, then 5-6 minutes more between
idle and midrange.

2. Adjust idle speed screw located on throttle body as
necessary. Standard idle speed setting for EFI
engines is 1500 RPM, but certain applications might
require a different setting.

3. Mechanical Governor: Adjust governed idle and
high speed (RPM) to required settings. Make sure
maximum engine speed does not exceed 3900 RPM
(no load).

3. Electronic Governor: Attach 12 volt jumper wire to
speed control input red wire with yellow tracer.
Engine speed should increase to high. Make sure
maximum engine speed does not exceed 3900 RPM
(no load). If engine speed does not increase, refer to
Governor section for proper troubleshooting and
diagnostics.

96 62 690 05 Rev. --KohlerEngines.com

KohlerEngines.com62 690 05 Rev. -- 97

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KohlerEngines.com62 690 05 Rev. -- 99

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