Kohler SV740, SV820, SV830, SV715, SV72 Service Manual

SV710-SV740

SV810-SV840

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 Specications
13 Tools and Aids
16 Troubleshooting
20 Air Cleaner/Intake
21 Fuel System
28 Governor System
29 Lubrication System
31 Electrical System
43 Starter System
49 Emission Compliant Systems
52 Disassembly/Inspection and Service
64 Reassembly

132 690 01 Rev. D 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
res and severe burns.

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

Gasoline is extremely ammable
and its vapors can explode if
ignited. Store gasoline only in
approved containers, in well
ventilated, unoccupied buildings,
away from sparks or 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 ammable. Follow
cleaner manufacturer’s warnings
and instructions on its proper and
safe use. Never use gasoline as a
cleaning agent.

WARNING

WARNING

WARNING

Electrical Shock can
cause injury.

Do not touch wires while
engine is running.

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 ywheel.

CAUTION

CAUTION

2

KohlerEngines.com 32 690 01 Rev. D

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 25 Hours¹

● Service/replace precleaner. Air Cleaner/Intake

● Replace air cleaner element (if not equipped with precleaner). Air Cleaner/Intake

Every 100 Hours¹

● Replace air cleaner element (if equipped with precleaner). Air Cleaner/Intake

● Change oil and lter. Lubrication System

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

Every 100 Hours

● Check that all fasteners are in place and components are properly secured. Reassembly

● Replace fuel lter.

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

Every 200 Hours²

● Have valve lash checked/adjusted. Reassembly

Every 500 Hours

● Replace spark plugs and set gap. Electrical System

¹ Perform these procedures more frequently under severe, dusty, dirty conditions.
² Have a Kohler authorized dealer perform this service.

REPAIRS/SERVICE PARTS

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

32 690 01 Rev. D KohlerEngines.com

3

Maintenance

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 res and severe
burns.

Do not 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 ammable and its vapors can
explode if ignited. Store gasoline only in approved
containers, in well ventilated, unoccupied buildings,
away from sparks or 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 overll fuel tank.

● Do not use gasoline older than 30 days.

4

KohlerEngines.com 32 690 01 Rev. D

Engine Dimensions

Specications

Dimensions in millimeters.

Inch equivalents shown in [ ].

32 690 01 Rev. D KohlerEngines.com

5

Specications

Engine Dimensions

Dimensions in millimeters.

Inch equivalents shown in [ ].

6

KohlerEngines.com 32 690 01 Rev. D

Specications

ENGINE IDENTIFICATION NUMBERS

Kohler engine identication numbers (model, specication and serial) should be referenced for efcient repair,
ordering correct parts, and engine replacement.

Model . . . . . . . . . . . . . . . . . . . . . SV710

Courage Engine

Vertical Shaft

Numerical Designation

Specication . . . . . . . . . . . . . . . SV710-0001

Serial . . . . . . . . . . . . . . . . . . . . . 3923500328

Year Manufactured Code Factory Code
Code Year
39 2009
40 2010
41 2011

GENERAL SPECIFICATIONS

3.6

SV710
SV810

SV715 SV720

SV820

SV725 SV730

SV830

SV735 SV740

Bore 83 mm (3.27 in.)
Stroke 67 mm (2.64 in.)
Displacement 725 cc (44 cu. in.)
Oil Capacity (rell) 1.6-1.8 L (1.7-1.9 qt.)
Maximum Angle of Operation (@ full oil level)

TORQUE SPECIFICATIONS

3,5

4

SV710
SV810

SV715 SV720

SV820

25°

SV725 SV730

SV830

SV735 SV740

Blower Housing and Sheet Metal

M4 HI-LO Screw 2.8 N·m (25 in. lb.)
M5 Fasteners 6.2 N·m (55 in. lb.) into new hole

4.0 N·m (35 in. lb.) into used hole

M6 Fasteners 10.7 N·m (95 in. lb.) into new hole

7.3 N·m (65 in. lb.) into used hole

Carburetor

Mounting Nut 6.2-7.3 N·m (55-65 in. lb.)

Connecting Rod

Cap Fastener (torque in increments) 11.3 N·m (100 in. lb.)

Crankcase

Breather Assembly
Inner Cover Fastener

10.7 N·m (95 in. lb.) into new hole

7.3 N·m (65 in. lb.) into used hole

SV840

SV840

Outer Cover Stud

Outer Cover Hex Nut
Oil Drain Plug 13.6 N·m (10 ft. lb.)

3

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

4

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

5

Lubricate threads with engine oil prior to assembly.

6

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

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

32 690 01 Rev. D KohlerEngines.com

6.2 N·m (55 in. lb.) into new hole

4.0 N·m (35 in. lb.) into used hole

1.3 N·m (11.5 in. lb.)

7

Specications

TORQUE SPECIFICATIONS

3,5

SV710
SV810

SV715 SV720

SV820

SV725 SV730

SV830

Cylinder Head

Head Bolt Fastener (torque in 2 increments) rst to 22.6 N·m (200 in. lb.)

nally to 41.8 N·m (370 in. lb.)

Rocker Arm Screw 11.3 N·m (100 in. lb.)
Rocker Arm Stud (AVT) 11.3 N·m (100 in. lb.)
Rocker Arm/Valve Adjustment Jam Nut 7.3 N·m (65 in. lb.)
Rocker Arm/Valve Adjustment Setscrew (AVT) 7.9 N·m (70 in. lb.)

Flywheel

Retaining Screw 74.5 N·m (55 ft. lb.)

Fuel Pump

Screw 2.3 N·m (20 in. lb.)

Governor

Lever Nut 6.8 N·m (60 in. lb.)

Ignition

Spark Plug 27 N·m (20 ft. lb.)
Module Fastener 4.0-6.2 N·m (35-55 in. lb.)
Rectier-Regulator Fastener 4.0 N·m (35 in. lb.)

SV735 SV740

SV840

Intake Manifold

Mounting Fastener (torque in 2 increments) rst to 7.4 N·m (66 in. lb.)

nally to 9.9 N·m (88 in. lb.)

Mufer

M8 Hex Nuts 24.4 N·m (216 in. lb.)
5/16-18 Capscrew 16.9 N·m (150 in. lb.)
Bracket Screw 9.9 N·m (88 in. lb.)

Oil Filter

Nipple 33.9 N·m (300 in. lb.)

Oil Pan

Fastener 24.4 N·m (216 in. lb.)

Oil Sentry

™

Pressure Switch 4.5 N·m (40 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.)

Speed Control Bracket

Fastener 10.7 N·m (95 in. lb.) into new holes

7.3 N·m (65 in. lb.) into used holes

3

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

5

Lubricate threads with engine oil prior to assembly.

8

KohlerEngines.com 32 690 01 Rev. D

Specications

TORQUE SPECIFICATIONS

3,5

SV710
SV810

SV715 SV720

SV820

SV725 SV730

SV830

SV735 SV740

Starter Assembly

Thru Bolt
Inertia Drive
Solenoid Shift

4.5-5.7 N·m (40-50 in. lb.)

5.6-9.0 N·m (49-79 in. lb.)

Mounting Screw 15.3 N·m (135 in. lb.)
Brush Holder Mounting Screw 2.5-3.3 N·m (22-29 in. lb.)

Stator

Mounting Screw 6.2 N·m (55 in. lb.)

Valve Cover

Fastener 6.2 N·m (55 in. lb.)

CLEARANCE SPECIFICATIONS

3

SV710
SV810

SV715 SV720

SV820

SV725 SV730

SV830

SV735 SV740

Camshaft

End Play (with shim) 0.076/0.127 mm (0.0030/0.0050 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.)

SV840

SV840

Connecting Rod

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 0.26/0.63 mm (0.0102/0.0248 in.)
Connecting Rod-to-Piston Pin Running Clearance 0.015/0.028 mm (0.0006/0.0011 in.)
Piston Pin End I.D.

New
Max. Wear Limit

17.015/17.023 mm (0.6699/0.6702 in.)

17.036 mm (0.6707 in.)

Crankcase

Governor Cross Shaft Bore I.D.
New
Max. Wear Limit

8.025/8.075 mm (0.3159/0.3179 in.)

8.088 mm (0.3184 in.)

3

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

32 690 01 Rev. D KohlerEngines.com

9

Specications

CLEARANCE SPECIFICATIONS

3

SV710
SV810

SV715 SV720

SV820

SV725 SV730

SV830

SV735 SV740

Crankshaft

End Play (free) 0.070/0.590 mm (0.0028/0.0230 in.)
Bore (in crankcase)

New
Max. Wear Limit

40.965/41.003 mm (1.6128/1.6143 in.)

41.016 mm (1.6148 in.)

Bore (in oil pan)
New 40.974/40.987 mm (1.6131/1.6136 in.)

Crankshaft Bore (in oil pan)-to-Crankshaft Running
Clearance

0.039/0.074 mm (0.0015/0.0029 in.)

New
Flywheel End Main Bearing Journal

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

40.913/40.935 mm (1.6107/1.6116 in.)

40.84 mm (1.608 in.)

0.022 mm (0.0009 in.)

0.025 mm (0.0010 in.)

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

40.913/40.935 mm (1.6107/1.6116 in.)

40.84 mm (1.608 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

35.955/35.973 mm (1.4156/1.4163 in.)

35.94 mm (1.415 in.)

0.018 mm (0.0007 in.)

0.025 mm (0.0010 in.)

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.)

SV840

Cylinder Bore

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

83.031/83.006 mm (3.2689/3.2679 in.)

83.069 mm (3.2704 in.)

0.12 mm (0.0047 in.)

0.05 mm (0.0020 in.)

Cylinder Head

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

Governor

Governor Cross Shaft-to-Crankcase Running Clearance 0.025/0.126 mm (0.0009/0.0049 in.)
Cross Shaft O.D.

New
Max. Wear Limit

7.949/8.000 mm (0.3129/0.3149 in.)

7.936 mm (0.3124 in.)
Governor Gear Shaft-to-Governor Running Clearance 0.015/0.140 mm (0.0006/0.0055 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.)

3

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

7

Measure 6 mm (0.236 in.) above bottom of piston skirt at right angles to piston pin.

10

KohlerEngines.com 32 690 01 Rev. D

Specications

CLEARANCE SPECIFICATIONS

3

SV710
SV810

SV715 SV720

SV820

SV725 SV730

SV830

SV735 SV740

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 0.006/0.017 mm (0.0002/0.0007 in.)
Pin Bore I.D.

New
Max. Wear Limit

17.006/17.012 mm (0.6695/0.6698 in.)

17.025 mm (0.6703 in.)

Pin O.D.
New
Max. Wear Limit

16.995/17.000 mm (0.6691/0.6693 in.)

16.994 mm (0.6691 in.)
Top Compression Ring-to-Groove Side Clearance 0.025/0.048 mm (0.0010/0.0019 in.)
Middle Compression Ring-to-Groove Side Clearance 0.015/0.037 mm (0.0006/0.0015 in.)
Oil Control Ring-to-Groove Side Clearance 0.026/0.176 mm (0.0010/0.0070 in.)
Top and Center Compression Ring End Gap

New Bore
Used Bore (Max.)

Thrust Face O.D.

7

New
Max. Wear Limit

Piston Thrust Face-to-Cylinder Bore

7

Running Clearance

0.25/0.56 mm (0.0100/0.0224 in.)

0.94 mm (0.037 in.)

82.947 mm (3.2656 in.)

82.802 mm (3.2599 in.)

New 0.06/0.100 mm (0.0023/0.0039 in.)

SV840

Valves and Valve Tappets

Clearance 0.101/0.152 mm (0.004/0.006 in.)
Valve Tappet to Crankcase Running Clearance 0.013/0.073 mm (0.0005/0.0029 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.)

7.134 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.)

Valve Guide Reamer Size
Standard

0.25 mm O.S.

7.048 mm (0.2775 in.)

7.298 mm (0.2873 in.)
Intake Valve Minimum Lift 8.07 mm (0.3177 in.)
Exhaust Valve Minimum Lift 8.07 mm (0.3177 in.)
Nominal Valve Face Angle 45°

3

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

32 690 01 Rev. D KohlerEngines.com

11

Speci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

KohlerEngines.com 32 690 01 Rev. D

Noncritical

Fasteners

Into Aluminum

Tools and Aids

Certain quality tools are designed to help you perform speci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
Recti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
Recti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 ywheel of CS series engines.

Flywheel Puller

For properly removing ywheel from engine.

Flywheel Strap Wrench

For holding 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

1332 690 01 Rev. D 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.

Rectier-Regulator Tester (120 volt current)
Rectier-Regulator Tester (240 volt current)

For testing recti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
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 32 690 01 Rev. DKohlerEngines.com

®

51360

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 ywheel holding tool can be made out of an old junk
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 ywheel ring
gear teeth. Bosses will lock tool and 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
at.

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

4. Use a 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.

1532 690 01 Rev. D KohlerEngines.com

Troubleshooting

TROUBLESHOOTING GUIDE

When troubles occur, be sure to check simple causes which, at 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 speci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 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.

● Insuf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 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 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 32 690 01 Rev. DKohlerEngines.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 over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 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 t and seal.

● Check air cleaner element. Look for holes, tears,
cracked or damaged sealing surfaces, or other
damage that could allow unltered air into engine. A
dirty or clogged element could indicate insuf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 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
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.

1732 690 01 Rev. D 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 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 speci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 ll plug/cap.

2. Install adapter into oil 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 tting into hole in stopper.

vacuum, and movement to right indicates a pressure.

(4 in.) of water. If reading is below speci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 atness, reassemble, and recheck
pressure.

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

Piston blow by or leaky valves (con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 mufer or exhaust system parts.

18 32 690 01 Rev. DKohlerEngines.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 dif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 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 ywheel end is more accessible, use a breaker bar and socket on 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 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.

1932 690 01 Rev. D KohlerEngines.com

Air Cleaner/Intake

AIR CLEANER

These systems are CARB/EPA certied and components
should not be altered or modied in any way.

Air Cleaner Components

A

B

C

E

D

F

A Precleaner B Paper Element

Air Cleaner Access

C

E Latch F Air Cleaner Base

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.

Door

D Blower Housing

Open air cleaner access door on blower housing and
unhook latch.

Precleaner (if equipped)

1. Remove precleaner.

2. Replace or wash precleaner in warm water with
detergent. Rinse and allow to air dry.

3. Saturate precleaner with new engine oil; squeeze
out excess oil.

4. Reinstall precleaner over paper element.

Paper Element

1. Remove element from base; service precleaner.
Discard element.

2. Install precleaner over new paper element and install
on base.

Hook latch; close and secure access door.

Air Cleaner Base

Disassembly/Reassembly

If air cleaner base requires removal, proceed as follows:

1. Remove mounting screws for fuel pump (if
equipped), and blower housing.

2. Raise or remove blower housing for access to air
cleaner base.

3. Remove air cleaner components from base.

4. Remove nuts securing air cleaner base onto
mounting studs.

5. Disconnect breather hose from air cleaner base,
then remove base and gasket.

6. Reverse procedure to reassemble components.
Torque nuts to 6.2-7.3 N·m (55-65 in. lb.). Torque
blower housing screws to 4.0 N·m (35 in. lb.), and
front HI-LO screws to 2.8 N·m (25 in. lb.).

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.

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

20

KohlerEngines.com 32 690 01 Rev. D

Fuel System

Typical carbureted fuel system and related components
include:

● Fuel tank.

● Fuel lines.

● In-line fuel lter.

● Fuel pump.

● Carburetor.

Fuel from tank is moved through in-line lter and fuel
lines by fuel pump. Fuel then enters carburetor oat bowl
and is drawn into carburetor body and mixed with air.
This fuel-air mixture is then burned in engine combustion
chamber.

FUEL RECOMMENDATIONS

Refer to Maintenance.

FUEL LINE

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

FUEL PUMP

Some engines use a pulse style fuel pump. Pumping
action of pulse style pumps is created by oscillation of
positive and negative pressures within crankcase. This
pressure is transmitted to pulse pump through rubber
hose connected between pump and crankcase. Pumping
action causes diaphragm on inside of pump to pull fuel
in on its downward stroke and to push it into carburetor
on its upward stroke. Two check valves prevent fuel from
going backward through pump.

Performance

Minimum fuel delivery rate must be 7.5 L/hr. (2 gal./
hr.) with a pressure at 0.3 psi and a fuel lift of 24 in. A

1.3 L/hr. (0.34 gal./hr.) fuel rate must be maintained at
5 Hz.

Fuel Pump Replacement

NOTE: Make sure orientation of new pump is consistent

with removed pump. Internal damage may occur
if installed incorrectly.

To replace pulse pump follow these steps. Note
orientation of pump before removing.

1. Disconnect fuel lines from inlet, outlet, and pulse

ttings on fuel pump.

2. Remove screws and take off pump.

3. Connect pulse line to new fuel pump and make sure

opposite end is properly connected into valve cover.

4. Attach new fuel pump using screws. Torque screws

to 2.3 N·m (20 in. lb.).

5. Reconnect fuel lines to inlet and outlet ttings and

secure with clamps.

FUEL SYSTEM TESTS

When engine starts hard or turns over but will not start, fuel system might be causing problems. Test fuel system by
performing following test.

1. Check for fuel in combustion chamber.
a. Disconnect and ground spark plug leads.
b. Close choke on carburetor.
c. Crank engine several times.
d. Remove spark plug and check for fuel at tip.

2. Check for fuel ow from tank to fuel pump.
a. Remove fuel line from inlet tting of fuel pump.
b. Hold line below bottom of tank. Open shut-off

valve (if equipped) and observe ow.

Condition Conclusion

Fuel at tip of spark plug. Fuel is reaching combustion chamber.
No fuel at tip of spark plug. Check fuel ow from fuel tank (step 2).
Fuel ows from fuel line. Check for faulty fuel pump (step 3).

No fuel ow from fuel line. Check fuel tank cap vent, fuel pickup screen, in-line

Fuel line condition. Check for a clogged fuel line. If fuel line is unobstructed,

3. Check operation of fuel pump.
a. Remove fuel line from inlet tting of carburetor.
b. Crank engine several times and observe ow.

If fuel pump is working, check for faulty carburetor. Refer
to Carburetor.

lter, shut-off valve, and fuel line. Correct any observed
problem and reconnect line.

check for overlled crankcase and/or oil in pulse line. If
checks don't reveal cause of problem, replace pump.

2132 690 01 Rev. D KohlerEngines.com

Fuel System

CARBURETOR

WARNING

Explosive Fuel can cause res and severe
burns.

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

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

Nikki One-Barrel Carburetor Components

Z

R

X

A

Y

Q

S

N

A Carburetor Body B

C

E Cover Gasket F Cover Retaining Screw

G Main Jet H

I Fuel Bowl Gasket J Float Kit

K Fuel Bowl L

M

O Throttle Shaft/Lever P Throttle Plate
Q Choke Shaft R Choke Plate

S Air Filter T Collar
U Spring V Ring
W Choke Lever X Idle Speed Screw

Y Idle Speed Spring Z Setscrews

W

U

O

V

T

K

M

Idle Fuel Adjusting

Spring

Bowl Retaining

Screw

D

B

C

G

H

P

I

L

Idle Fuel Adjusting

Screw

D Passage Cover

Ground Lead

(Solenoid Only)

Bowl Retaining

Screw Gasket

N

Shut-off Solenoid

Assembly

E

J

Keihin One-Barrel Carburetor Components

A

J

G

F

E

F

I

A Idle Speed Screw B

C Carburetor Body D Idle Jet
E Plug F Main Jet

G Float H

I Fuel Bowl J Choke Lever

Engines in this series are equipped with either a Keihin
or Nikki xed main jet carburetor. Most carburetors
utilize a fuel shut-off solenoid and feature a self-relieving
choke.

Troubleshooting Checklist

When engine starts hard, runs rough, or stalls at low
idle speed, check these areas before adjusting or
disassembling carburetor.

1. Make sure fuel tank is lled with clean, fresh
gasoline.

2. Make sure fuel tank cap vent is not blocked and is
operating properly.

3. Make sure fuel is reaching carburetor. This includes
checking fuel shut-off valve, fuel tank lter screen,
in-line fuel lter, fuel lines and fuel pump for
restrictions or faulty components as necessary.

4. Make sure air cleaner base and carburetor are
securely fastened to engine using gaskets in good
condition.

5. Make sure air cleaner element (including precleaner
if equipped) is clean and all air cleaner components
are fastened securely.

6. Make sure ignition system, governor system,
exhaust system, and throttle and choke controls are
operating properly.

B

C

D

H

Idle Fuel

Adjusting Screw

Shut-off Solenoid

Assembly

22 32 690 01 Rev. DKohlerEngines.com

Fuel System

Troubleshooting-Carburetor Related Causes

Condition Possible Cause Conclusion

Engine starts hard, runs rough, or
stalls at idle speed.

Engine runs rich (indicated by black,
sooty exhaust smoke, misring, loss
of speed and power, governor
hunting, or excessive throttle
opening).

Engine runs lean (indicated by
misring, loss of speed and power,
governor hunting, or excessive
throttle opening).

Fuel leaks from carburetor. Float level set too high. Adjust oat according to repair kit

Low idle fuel mixture (some models)/
speed improperly adjusted.

Clogged air cleaner. Clean or replace air cleaner.
Choke partially closed during

operation.
Low idle fuel mixture is improperly

adjusted.
Float level is set too high. Separate carburetor air horn from

Dirt under fuel inlet needle. Remove needle; clean needle and

Bowl vent or air bleeds plugged. Remove low idle fuel adjusting

Leaky, cracked, or damaged oat. Submerge oat to check for leaks.
Low idle fuel mixture is improperly

adjusted.
Float level is set too low. Separate carburetor air horn from

Idle holes plugged; dirt in fuel delivery
channels.

Dirt under fuel inlet needle. Remove needle; clean needle and

Bowl vents plugged. Blow out with compressed air.
Carburetor bowl gasket leaks. Replace gasket.

Adjust low idle speed tab, then adjust
low idle fuel needle.

Check choke lever/linkage to ensure
choke is operating properly.

Adjust low idle fuel needle (some
models).

carburetor body, adjust oat
according to steps outlined in repair
kit installation instructions.

seat and blow with compressed air.

needle. Clean vent, ports, and air
bleeds. Blow out all passages with
compressed air.

Adjust low idle fuel needle (some
models).

carburetor body, adjust oat
according to steps outlined in repair
kit installation instructions.

Remove low idle fuel adjusting
needle. Clean main fuel jet and all
passages; blow out with compressed
air.

installation instructions.

seat and blow with compressed air.

2332 690 01 Rev. D KohlerEngines.com

Fuel System

FUEL SYSTEM

Fuel Shut-off Solenoid

Most carburetors are equipped with a fuel shut-off
solenoid. Solenoid is attached to fuel bowl. Solenoid has
a spring-loaded pin that retracts when 12 volts is applied
to lead, allowing fuel ow to main jet. When current is
removed, pin extends blocking fuel ow.

Below is a simple test, performed with engine off, that
can determine if solenoid is functioning properly:

1. Shut off fuel and remove solenoid from carburetor.
When solenoid is loosened and removed, gas will
leak out of carburetor. Have a container ready to
catch fuel.

2. Wipe tip of solenoid with a shop towel or blow with
compressed air to remove any remaining fuel. Take
solenoid to a location with good ventilation and no
fuel vapors present. You will also need a 12 volt
power source that can be switched on and off.

3. Be sure power source is switched OFF. Connect
positive power source lead to red lead of solenoid.
Connect negative power source lead to solenoid
body.

4. Turn power source ON and observe pin in center of
solenoid. Pin should retract with power ON and
return to its original position with power OFF. Test
several times to verify operation.

Carburetor Circuits

Float

Fuel level in bowl is maintained by oat and fuel inlet
needle. Buoyant force of oat stops fuel ow when
engine is at rest. When fuel is being consumed, oat will
drop and fuel pressure will push inlet needle away from
seat, allowing more fuel to enter bowl. When demand
ceases, buoyant force of oat will again overcome fuel
pressure, rising to predetermined setting and stop ow.

Slow and Mid-Range

At low speeds engine operates only on slow circuit. As
a metered amount of air is drawn through slow air bleed
jets, fuel is drawn through main jet and further metered
through slow jet. Air and fuel are mixed in body of slow
jet and exit to idle progression (transfer port) chamber.
From idle progression chamber, air fuel mixture is
metered through idle port passage. At low idle air/fuel
mixture is controlled by setting of idle fuel adjusting
screws. This mixture is then mixed with main body of
air and delivered to engine. As throttle plate opening
increases, greater amounts of air/fuel mixture are drawn
in through xed and metered idle progression holes.
As throttle plate opens further, vacuum signal becomes
great enough at venturi so main circuit begins to work.

Main (high-speed)

At high speeds/loads engine operates on main circuit.
As a metered amount of air is drawn through air jet,
fuel is drawn through main jet. Air and fuel are mixed
in main nozzles then enters main body of airow where
further mixing of fuel and air occurs. This mixture is then
delivered to combustion chamber. Carburetor has a xed
main circuit; no adjustment is possible.

Carburetor Adjustments

NOTE: Carburetor adjustments should be made only

after engine has warmed up.

Carburetor is designed to deliver correct fuel-to-air
mixture to engine under all operating conditions. Main
fuel jet is calibrated at factory and is not adjustable.
Idle fuel adjusting needles are also set at factory and
normally do not need adjustment.

Low Idle Speed (RPM) Adjustment

NOTE: Actual low idle speed depends on application.

Refer to equipment manufacturer’s
recommendations. Low idle speed for basic
engines is 1200 RPM.

Place throttle control into idle or slow position. Turn low
idle speed adjusting screw in or out to obtain allow idle
speed of 1200 RPM (± 75 RPM).

Governed Idle Speed Adjustment (if equipped)

1. Hold governor lever away from carburetor so throttle
lever is against idle speed (RPM) adjustment screw
of carburetor. Start engine and allow to warm up,
then adjust screw to set approximately 1200 RPM.
Check speed using a tachometer. Turn adjustment
screw (inner) clockwise (in) to increase or
counterclockwise (out) to decrease speed.

2. Release governor lever and check that throttle lever
is in idle position. Turn governed idle adjustment
screw to obtain equipment manufacturer’s
recommended idle speed (1500-1800 RPM). Some
engines have a bendable tab that is used to set this
speed. A pliers should be used to bend this tab to
achieve recommended speed. Governed idle speed
(RPM) is typically 300 RPM (approximate) higher
than low idle speed.

3. Move throttle lever to wide-open/full throttle position
and hold in this position. Turn high speed screw to
obtain intended high speed no-load RPM. Governed
idle speed must be set before making this
adjustment.

Low Idle Fuel Adjustment
Optimum Low Idle Fuel Setting

BB

CC

AA

ED

A Rich B Lean

C Midpoint D Left Side

E Right Side

NOTE: Engines will have xed low idle or limiter caps

on idle fuel adjusting needles. Step 2 can only
be performed within limits allowed by cap. Do
not attempt to remove limiter caps.

24 32 690 01 Rev. DKohlerEngines.com

Fuel System

1. Place throttle control into idle or slow position. Adjust
low idle speed to 1200 RPM. Follow Low Idle Speed
(RPM) Adjustment.

2. Low idle fuel needle(s) setting: place throttle into idle
or slow position.

a. Turn 1 low idle fuel adjusting needle out

(counterclockwise) from preliminary setting until
engine speed decreases (rich). Note position of
needle. Now turn adjusting needle in (clockwise).
Engine speed may increase, then it will decrease
as needle is turned in (lean). Note position of
needle. Set adjusting needle midway between
rich and lean settings.

b. Repeat procedure on other low idle adjustment

needle (two-barrel carburetor only).

3. Recheck/adjust Low Idle Speed (RPM) to specied
setting.

High Speed (RPM) Adjustment

1. With engine running, move throttle control to fast.

2. Turn inner adjustment screw outward to decrease, or
inward to increase RPM speed. Courage singles
require loosening screws on speed control bracket
and sliding towards carburetor to lower and away
from carburetor to increase speed.

Carburetor Servicing

WARNING

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.

NOTE: Main and slow jets are xed and size specic

and can be removed if required. Fixed jets for
high altitudes are available.

● Inspect carburetor body for cracks, holes, and other

wear or damage.

● Inspect oat for cracks, holes, and missing or

damaged oat tabs. Check oat hinge and shaft for
wear or damage.

● Inspect fuel inlet needle and seat for wear or damage.

● Inspect spring loaded choke plate to make sure it

moves freely on shaft.

1. Perform removal procedures for appropriate air
cleaner and carburetor outlined in Disassembly.

2. Clean exterior surfaces of dirt or foreign material
before disassembling carburetor. Remove bowl
retaining screws, or solenoid assembly on most
single cylinder engines, and carefully separate fuel
bowl from carburetor. Do not damage fuel bowl
O-rings. Transfer any remaining fuel into an
approved container. Save all parts. Fuel can also be
drained prior to bowl removal by loosening/removing
bowl drain screw.

3. Remove oat pin (some carburetors may have a
screw which requires removal), and inlet needle.
Seat for inlet needle is not serviceable and should
not be removed.

4. Clean carburetor bowl and inlet seat areas as
required.

5. Carefully remove main jets from carburetor. For
two-barrel carburetors, note and mark jets by
location for proper reassembly. Main jets may be
size/side specic. After main jets are removed, on
some carburetors, main nozzles can be removed
through bottom of main towers. Note orientation/
direction of nozzles. End with 2 raised shoulders
should be out/down adjacent to main jets. Save
parts for cleaning and reuse.

6. Position of slow jet varies and is removable only on
some styles of carburetors. See correct illustration
for corresponding style of carburetor showing
location. (On two-barrel carburetors, slow jets may
be sized to specic side. Mark or tag jets for proper
reassembly. Note small O-ring on bottom of each
jet.) Save parts for cleaning and reuse unless a jet
kit is also being installed. Clean slow jets using
compressed air. Do not use wire or carburetor
cleaner.

Carburetor is now disassembled for appropriate cleaning
and installation of parts in overhaul kit. See instructions
provided with repair kits for more detailed information.

High Altitude Operation

Engines may require a high altitude carburetor kit to
ensure correct engine operation at altitudes above
1219 meters (4000 ft.). To obtain high altitude kit
information or to nd a Kohler authorized dealer visit
KohlerEngines.com or call1-800-544-2444 (U.S. and
Canada).

This engine should be operated in its original
conguration below 1219 meters (4000 ft.) as damage
may occur if high altitude carburetor kit is installed and
operated below 1219 meters (4000 ft.).

2532 690 01 Rev. D KohlerEngines.com

Fuel System

UNITIZED THROTTLE AND CHOKE CONTROL

Some engines are equipped with a unitized throttle and choke control. This assembly controls choke and engine
speed with a single lever. Engines with a unitized throttle and choke control will have either a left side pull or a right
side pull.

Governor/Throttle Control Connections

H

I

A

A

J

K

E

B

C

E

M

I

F

G

H

E

D

A Left Side Pull B Cable Clamp C Speed Control Lever D Speed Setting Lever

E Choke Lever F Right Side Pull G Contact Point H Choke Control Cable

I Throttle Control Cable J

High Speed Control

M

Lever

C

B

F

Dual Control High Speed

Lever Stop Screw (Do

Not Remove)

C

High Speed Adjusting

K

Screw

L Choke Linkage

26 32 690 01 Rev. DKohlerEngines.com

Throttle Cable Adjustment

NOTE: Choke is placed ON by moving throttle control

slightly past fast position. If throttle control does
not have a designated choke ON position, be
sure to leave sufcient throttle control travel past
fast position. This will enable choke to be placed
ON.

1. Loosen control cable clamp.

2. Place throttle control lever of equipment into fast or
high speed position.

3. Pull on outer shield of throttle control cable until
speed control lever rotates and makes contact with

choke lever. Tighten cable clamp securely.

Starting an Engine Equipped with Unitized Throttle
and Choke Control

NOTE: Do not crank engine continuously for more than

10 seconds at a time. If engine does not start,
allow a 60 second cool down period between
starting attempts. Failure to follow these
guidelines can burn out starter motor.

NOTE: If engine develops sufcient speed to disengage

starter but does not keep running (a false start),
engine rotation must be allowed to come to a
complete stop before attempting to restart
engine. If starter is engaged while ywheel is
rotating, starter pinion and ywheel ring gear
may clash, resulting in damage to starter.

1. For a Cold or Warm Engine – Place throttle/choke
control into fast/choke ON position. This will also
place choke into ON position.

2. Make sure equipment is in neutral.

3. Activate starter switch. Release switch as soon as
engine starts.

If starter does not turn engine over, shut starter off
immediately. Do not make further attempts to start
engine until condition is corrected. Do not jump start
using another battery. See your Kohler authorized dealer
for trouble analysis.

4. For Operation – After engine starts, move throttle/
choke control from fast/choke ON position and set
desired engine operating speed (between slow and
fast position).

Fuel System

2732 690 01 Rev. D KohlerEngines.com

Governor System

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. Most engines are equipped with
a centrifugal yweight mechanical governor. Governor gear/yweight mechanism of mechanical governor is mounted
inside oil pan and is driven off gear on camshaft.

Governor Components

I

H

J

K

L

Inside Engine

C

D

A Throttle Lever B Throttle Linkage C Nut D Governor Lever

E Governor Spring F Choke Linkage G Cross Shaft H Flyweight

I Regulating Pin J Governor Gear K

This governor design works as follows:

● Centrifugal force acting on rotating governor gear
assembly causes yweights to move outward as
speed increases. Governor spring tension moves
them inward as speed decreases.

● As 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 carburetor through external throttle 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 arm 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.

D

A

B

E

Governor Adjustments

NOTE: Do not tamper with governor setting. Overspeed

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

2. Loosen nut holding governor lever to cross shaft.

3. Move governor lever toward carburetor as far as it

4. Insert a long thin rod or tool into hole on cross shaft

F

G

Locking Tab Thrust

Washer

is hazardous and could cause personal injury.

arm and throttle lever on carburetor.

will go (wide open throttle) and hold in this position.

and rotate shaft clockwise (viewed from end) as far
as it will turn, then torque nut to 6.8 N·m (60 in. lb.).

L Shaft

28 32 690 01 Rev. DKohlerEngines.com

Lubrication System

This engine uses a combination pressure/splash lubrication system, delivering oil under pressure to crankshaft,
connecting rod and main bearing surfaces. Other component areas are splash lubricated.

A high-efciency gerotor oil pump maintains high oil 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 and oil pump.

Lubrication Components

A

B

A Oil Fill/Dipstick B Oil Drain Plug C Oil Filter

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 ll/dipstick areas of any
debris.

1. Remove dipstick; wipe oil off.
a. Push-in cap: reinsert dipstick into tube; press

completely down.

or

b. Threaded cap: reinsert dipstick into tube and

thread on completely.

2. Remove dipstick; check oil level. Level should be at
top of indicator on dipstick.

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

4. Reinstall and secure dipstick.

CHANGE OIL AND FILTER

Change oil while engine is warm.

1. Clean area around oil ll cap/dipstick. Remove drain
plug and oil ll cap/dipstick. Allow oil to drain
completely.

2. Clean area around oil lter. Place a container under
lter to catch any oil and remove lter. Wipe off
mounting surface. Reinstall drain plug. Torque to

13.6 N·m (10 ft. lb.).

3. Place new 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 lter material.

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

5. Refer to instructions on oil lter for proper
installation.

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

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

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

9. Dispose of used oil and lter in accordance with
local ordinances.

C

32 690 01 Rev. D KohlerEngines.com

29

Lubrication System

OIL SENTRY

NOTE: Make sure oil level is checked before each use,

(if equipped)

™

and is maintained up to FULL or F mark on
dipstick. This includes engines equipped with
Oil Sentry™.

This switch is designed to prevent engine from starting in
a low oil or no oil condition. Oil Sentry
down a running engine before damage occurs. In some

may not shut

™

applications this switch may activate a warning signal.
Read your equipment manuals for more information.

Oil Sentry™ pressure switch is installed in oil lter
adapter. Pressure switch is designed to break contact as
oil pressure increases above 3-5 psi, and make contact
as oil pressure decreases below 3-5 psi.

On stationary or unattended applications (pumps,
generators, etc.), pressure switch can be used to ground
ignition module to stop engine. On vehicular applications
(lawn tractors, mowers, etc.) pressure switch can only be
used to activate a low oil warning light or signal.

Installation

1. Apply pipe sealant with Teon

®

(Loctite® PST® 592™

Thread Sealant or equivalent) to threads of switch.

2. Install switch into tapped hole in oil lter adapter.

3. Torque switch to 4.5 N·m (40 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 2-5 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 2-5
psi. Tester should indicate a change to continuity
(switch closed) down to 0 psi.

4. Replace switch if it does not operate as specied.

30

KohlerEngines.com 32 690 01 Rev. D

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 mis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 speci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.

3132 690 01 Rev. D 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

ELECTRONIC IGNITION SYSTEMS

There are 3 different types of ignition systems used on
these engines. All systems use an ignition module which
energizes spark plug. Difference in system is in way
ignition timing is triggered.

All ignition systems are designed to be trouble free for
life of engine. Other than periodically checking/replacing
spark plugs, no maintenance or timing adjustments
are necessary or possible. Mechanical systems do
occasionally fail or break down. Refer to Troubleshooting
to determine root of a reported problem.

Reported ignition problems are most often due to poor
connections. Before beginning test procedure, check
all external wiring. Be certain all ignition-related wires
are connected, including spark plug leads. Be certain all
terminal connections t snugly. Make sure ignition switch
is in run position.

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

A 12-volt battery with 400 cold cranking amps (cca) is
generally recommended for starting in all conditions. A
smaller capacity battery is often suf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 speci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 insufcient to turn over engine,
recharge battery.

Battery Maintenance

Regular maintenance is necessary to prolong battery
life.

Battery Test

To test battery, follow manufacturer's instructions.

32 32 690 01 Rev. DKohlerEngines.com

Electrical System

Fixed Ignition System

This system uses a capacitive discharge (CD) coil. Ignition timing and spark remains constant regardless of engine
speed. Timing of spark is controlled by location of ywheel magnet group as referenced to engine TDC. A typical xed
ignition system consists of:

● 1 magnet assembly which is permanently afxed to ywheel.

● 2 electronic capacitive-discharge ignition modules which mount on engine crankcase.

● 1 kill switch (or key switch) which grounds modules to stop engine.

● 2 spark plugs.

Wiring Diagram-Electronic CD Fixed Ignition Timing System Diagram

AC

AA

Y

AF

AB

Q

AF

Z

S

T

S

D

AB

Q

AD

M

N

X

R

Q

O

W

AG

AC

G

D

AE

L

P

V

J

K

U

A

I

H

H

G

B

C

A Starter Solenoid Tang B

D

Solenoid Shift

Starter Assembly

E Violet (Charging) F Oil Sentry

Rectier-Regulator

I

Connector

J Rectier-Regulator K

E

C

(Optional) G Spark Plug(s) H

TM

Inertia Driver

Starter Assembly

Flywheel Stator

Assembly

F

D Green

White

(AC Charging Leads)

L Ignition Module(s)

M Intake Manifold Screw N Ground O Carburetor P White (Ignition Kill)
Q Red R Solenoid Lead S Orange T Connector

U Blue V Starter Solenoid Stud W Relay Stud X

Y Battery Negative Z Battery AA Battery Positive AB

AC White AD

Solenoid Shift Starter

AG

Assembly (Optional)

Orange (shown)

or Red

AE Blue (shown) or Red AF Polarity Rib

Relay Cranking

(Customer Supplied)

Violet (shown)

or Orange

3332 690 01 Rev. D KohlerEngines.com

Electrical System

Digital Spark Advance Ignition (DSAI) Ignition System

This system uses a digital microprocessor which is located in ignition modules. Ignition timing varies depending upon
engine speed with this system. There are 2 inductive-style ignition modules that control ignition timing based on
engine RPM. A typical DSAI application consists of:

● 1 magnet assembly, which is permanently afxed to ywheel.

● 2 inductive, 12-volt ignition modules, which mount on engine crankcase.

● 1 12-volt battery, which supplies current to ignition modules.

● 1 kill switch (or key switch) which grounds spark advance module to stop engine.

● 2 spark plugs.

Wiring Diagram-Digital Spark Advance Ignition (DSAI) System

AB

AC

AD

AE

AF

Q

J

P

L

K

F

J

O

N

M

B

N

W

Y

J

B

D

X

Z

E

AA

C

S

V

A

U

B

T

B

H

I

F

G G

N

V

R

N

J

U

B

P

A Oil Sentry

Rectier-Regulator

E

I

Flywheel Stator

(Optional) B Green C Violet (Charging) D Rectier-Regulator

TM

Connector

Assembly

F Spark Plug(s) G

J Red K Ground L Intake Manifold Screw

M Carburetor N White O Solenoid Lead P Orange

Q Connector R Red (shown) or Blue S

U

Violet (shown) or

Orange

V Polarity Rib W

Y Starter Solenoid Stud Z Starter Solenoid Tang AA

AC Battery Negative AD Battery AE Relay Stud AF

34 32 690 01 Rev. DKohlerEngines.com

White

(AC Charging Leads)

Solenoid Shift Starter

Assembly (Optional)

To Starter Solenoid

Tang

Solenoid Shift Starter

Assembly (Optional)

H Ignition Module(s)

T Orange (shown) or Red

Inertia Drive Starter

X

Assembly

AB Battery Positive

Relay Cranking

(Customer Supplied)

Digital Spark Advance Module (DSAM) Ignition System

DSAM, previously known as Smart-Spark
system with electronic spark advance. A typical application consists of following components:

equipped engines utilize an electronic capacitive discharge ignition

™,

● 1 magnet assembly which is permanently afxed to ywheel.

● 2 electronic capacitive discharge ignition modules which mount on engine crankcase.

● 1 spark advance module which mounts to engine shrouding.

● 1 12-volt battery which supplies current to spark advance module.

● 1 kill switch (or key switch) which grounds spark advance module to stop engine.

● 2 spark plugs.

Wiring Diagram-Digital Spark Advance Module (DSAM) Ignition System

U

Electrical System

AK

AJ

AL

AG

AF

AH

AI

AM

AE

AC

A

Q

O

J

N

T

R

Q

AD

P

B

M

K

F

I

K

S

L

H

D

F

B

C

E

AA

Y

AA

Y

G

G

V

W

Z

B

X

AB

T

Q

B

A Oil Sentry™ (Optional) B Green C Violet (Charging) D Rectier-Regulator

Rectier-Regulator

E

Connector

F Spark Plug(s) G

I Ignition Module(s) J Yellow (Trigger) K Brown L Pink (Trigger)

M DSAM N Ground O Intake Manifold Screw P Carburetor

Q Red R Solenoid Lead S Red (DSAM Power) T Orange

U Connector V

Y White Z

AC Blue AD

AG Battery Negative AH Relay Stud AI

AK Starter Solenoid Tang AL

Solenoid Shift Starter

Assembly (Optional)

Violet or Orange

(shown)

White

(Ignition Kill)

Solenoid Shift Starter

Assembly (Optional)

White

(AC Charging Leads)

H

Flywheel Stator

Assembly

W Red or Blue (shown) X Orange or Red (shown)

AA Polarity Rib AB

Violet (shown)

or Orange

AE Battery AF Battery Positive

Relay Cranking

(Customer Supplied )

Inertia Drive Starter

AM

Assembly

AJ Starter Solenoid Stud

3532 690 01 Rev. D KohlerEngines.com

Electrical System

Electronic Ignition Systems Tests

NOTE: Ignition tester must be used to test ignition on these engines. Use of any other tester can result in inaccurate

ndings. Battery on unit must be fully charged and properly connected before performing tests (a battery that
is hooked up or charged backward will crank engine but it won’t have spark). Be certain drive is in neutral and
all external loads are disconnected.

Test Ignition Systems

NOTE: If engine starts or runs during testing, you may need to ground kill lead to shut it down. Because you have

interrupted kill circuit, it may not stop using switch.

Isolate and verify trouble is within engine.

1. Locate connectors where wiring harnesses from engine and equipment are joined. Separate connectors and
remove white kill lead from engine connector. Rejoin connectors and position or insulate kill lead terminal so it
cannot touch ground. Try to start engine to verify whether reported problem is still present.

Condition Possible Cause Conclusion

Problem goes away. Electrical System Check key switch, wires, connections,

safety interlocks, etc.

Problem persists. Ignition or Electrical System Leave kill lead isolated until all testing

is completed.
Identify white kill lead of engine

wiring harness connector. Establish
a connection to a known good
ground location. Engine should kill
completely. If not or only one cylinder
is affected, test ignition modules and
white kill lead connection for affected
module (DSAI and DSAM only).

Test for Spark

NOTE: If 2 testers are available, testing can be performed simultaneously for both cylinders. However, if only 1 tester

is available, 2 individual tests must be performed. Side not being tested must have spark plug lead connected
or grounded. Do not crank engine or perform tests with 1 spark plug lead disconnected and not grounded, or
permanent system damage may occur.

1. With engine stopped, disconnect 1 spark plug lead. Connect spark plug lead to post terminal of spark tester and
attach tester clip to a good engine ground.

2. Crank engine over, establishing a minimum of 550-600 RPM, and observe tester(s) for spark.

3. Repeat spark test on opposite cylinder if cylinders are being tested individually.

Condition Possible Cause Conclusion

One side is not ring. Wiring and Connections Check all wiring, connections, and

terminals on that side. If wiring is
okay, replace ignition module and
retest for spark.

Tester shows spark but engine
misses or won’t run on that cylinder.

Neither side is ring. Ignition Switch Recheck position of ignition switch

Both cylinders have good spark but
engine runs poorly or existing plug
condition is questionable.

1 cylinder has good spark and other
cylinder has no or intermittent spark.

Spark on both cylinders but power is
suspect.

Spark Plug(s) Try new spark plug(s).

and check for shorted kill lead.

Spark Plug(s) Install new spark plug(s) and retest

engine performance.
If problem persists, check for timing

advance (DSAI and DSAM only).

Ignition Test ignition modules and

connections (DSAI and DSAM only).

Timing Advance Check for timing advance (DSAI and

DSAM only).

36 32 690 01 Rev. DKohlerEngines.com

Electrical System

Test Timing Advance (DSAI and DSAM only)

1. Make a line near edge of ywheel screen with a marking pen, chalk, or narrow tape.

2. Connect an automotive timing light to cylinder that had good spark.

3. Run engine at idle and use timing light beam to locate line on screen. Draw a line on blower housing next to line

on screen. Accelerate to full throttle and watch for movement of line on screen relative to line on blower housing.
If both cylinders had good spark, repeat test on other cylinder.

Condition Possible Cause Conclusion

Line on screen did not move away
from line on blower housing during
acceleration.

Lines made on blower housing not
90° apart.

Test Ignition Modules and Connections (DSAI only)

1. Remove blower housing from engine. Inspect wiring for any damage, cuts, bad crimps, loose terminals, or broken

wires. Check that connections are oriented properly on terminals of modules.

2. Disconnect leads from ignition module(s) and clean all of terminals (male and female) with aerosol electrical

contact cleaner to remove any old dielectric compound, dark residue, dirt, or contamination. Disconnect spark
plug leads from spark plugs.

3. Using a multi-meter, check that a proper ground is established between ground (black) lead of DSAI module

(closest to spark plug lead) and a known good ground location on engine.

4. Turn key switch to ON position and check for 12 volts at center/power (red) lead terminal of DSAI module. Use

same ground location for multi-meter as in checking for timing advance.

Ignition Test ignition modules and

connections.

Condition Possible Cause Conclusion

All tests are OK but module has no
spark or fails to advance.

Any test is BAD. Ignition Module or Connections Determine cause and x as required;

Test Ignition Modules and Connections (DSAM only)

NOTE: Resistance values apply only to modules that

have been on a running engine. New service
modules may have higher resistance until they
have been run.

1. Remove blower housing from engine. Inspect wiring

for any damage, cuts, bad crimps, loose terminals,
or broken wires.

2. Disconnect leads from ignition module(s) and clean

all of terminals (male and female) with aerosol
electrical contact cleaner to remove any old
dielectric compound, dark residue, dirt, or
contamination. Disconnect spark plug leads from
spark plugs.

3. Remove one of mounting screws from each ignition module. Look in mounting hole with a ashlight and use a

small round wire brush to remove any loose rust from laminations inside mounting hole.

4. Use a digital ohmmeter to check resistance values of ignition modules and compare them to table. When testing

resistance to laminations, touch probe to laminations inside screw hole, as some laminations have a rust
preventative coating on surface which could alter resistance reading.

Ignition Module Replace affected module.

retest.

Ignition Module Resistance Table

24 584 36-S

(2-1/16 in. High)

4

3

Digital

Ohmmeter

2

1

From No.

1 to 4

From No.

2 to 4

From No.

3 to 4

24 584 36-S

(2-1/16 in. High)

to 616 ohms

to 208 ohms

8000 to 40,000

590

183

ohms

Condition Possible Cause Conclusion

All resistance values are within
ranges specied in table.

At least 1 resistance value is not
within ranges specied in table.

--- Test DSAM.

Ignition Module Ignition module is faulty and should

be replaced.

3732 690 01 Rev. D KohlerEngines.com

Electrical System

5. Check and/or adjust ignition module air gap(s). An air gap of 0.28/0.33 mm (0.011/0.013 in.) must be maintained
under all three legs of ignition module(s). Checking/adjusting should be performed with parts at room
temperature.

Condition Possible Cause Conclusion

Module was not loosened or
replaced.

Module was loosened or replaced. Ignition Module Adjust ignition module air gap.

a. Adjust ignition module air gap.

1. Turn ywheel magnet away from module position.

2. Attach module to mounting legs, pull it away from ywheel, and tighten screws to hold it temporarily.

3. Rotate ywheel so magnet is centered under module.

4. Position a 0.30 mm (0.012 in.) feeler gauge between magnet and all three legs of module. Ignition module

air gap is critical to proper system performance. Do not attempt to set it with a business card or folded
microche card. Use feeler gauge specied.

5. Loosen mounting screws, allow magnet to pull module down against feeler gauge, and retighten mounting

screws.

6. Rotate ywheel to remove feeler gauge, position magnet back under module, and recheck that specied

gap, minimum of 0.28 mm (0.011 in.), exists under each leg of module. When you are certain gap is
correct, torque module mounting screws to 4.0 N·m (35 in. lb.). Repeat these 6 steps to set other ignition
module.

6. Reattach lead wires to ignition module(s), noting if resistance is felt, indicating a snug t between male and
female terminals. If any connections do not feel snug, disconnect lead, lightly pinch female terminal with a pliers,
and recheck t.

7. When integrity of all connections has been veried, retest for spark.

Ignition Module Air Gap Check that specied air gap is

present under all three legs. If gap is
correct, reinstall second mounting
screw removed earlier and recheck
gap after tightening.

Condition Possible Cause Conclusion

Strong, steady spark is now present
on both sides.

Still a spark problem. DSAM Fully test DSAM.

DSAM Go to Test DSAM and perform step 4.

38 32 690 01 Rev. DKohlerEngines.com

Electrical System

Test DSAM

1. Trace red power source lead from DSAM to harness connection. Separate connector and connect red lead of a

DC voltmeter to harness terminal. Trace ground lead (green) from SAM to grounding screw. Connect black
voltmeter lead to eyelet terminal of ground lead or ground screw/bolt. Check voltage with key switch in both
START and RUN positions. A minimum of 7.25 volts must be present.

a. If correct voltage is not measured, connect black voltmeter lead directly to negative (-) post of battery and test

voltage again in both key positions. If correct voltage is now indicated, check ground circuit connections. If
ground screw/bolt or any other fasteners in ground circuit are black (oxide-coated), replace them with zinc
plated (silver colored) fasteners.

b. If correct voltage is still not indicated, check harness connector terminal for a good connection and crimp to

lead. Then trace power source circuit back through harness, key switch, etc., looking for any poor connections,
or faulty circuits.

Condition Possible Cause Conclusion

Incorrect voltage is measured. Voltage Connect black voltmeter lead directly

to negative (-) post of battery and test
voltage again in both key positions.

If correct voltage is still not indicated,
check harness connector terminal for
a good connection and crimp to lead.
Then trace power source circuit back
through harness, key switch, etc.,
looking for any poor connections, or
faulty circuits.

Correct voltage is measured. Voltage Check ground circuit connections.

If ground screw/bolt or any other
fasteners in ground circuit are black
(oxide-coated), replace them with zinc
plated (silver colored) fasteners.

2. Disconnect all of DSAM leads, isolating it from engine. Test DSAM with tester 25 761 40-S, using instructions

following, or use TT-5152 provided with tester. If DSAM tests bad, replace it.

3. Reattach DSAM leads, verifying a snug t at ignition module terminals. If any connections do not feel snug,

disconnect lead, lightly pinch female terminal with a pliers, and recheck t.

4. Seal base of ignition module connections with GE/Novaguard G661 or Fel-Pro Lubri-Sel dielectric compound.

Beads should overlap between two connections to form a solid bridge of compound. Do not put any compound
inside connectors.

5. Test for spark to be sure system is working, before you reinstall blower housing. If there is still a spark problem on

one side, replace that ignition module and recheck spark.

3932 690 01 Rev. D KohlerEngines.com

Electrical System

To test DSAM using spark advance module (SAM)
tester:

NOTE: DSAM must be at room temperature when

tested. Disconnect all of DSAM leads, isolating it
from main wiring harness and ignition module(s).
Testing may be performed with module mounted
or loose.

NOTE: Do not allow alligator clip leads to touch each

other.

1. Connect tester to DSAM as follows:

Attach:

● Yellow tester lead to long yellow module lead.

● Brown tester lead to long brown module lead.

● Red tester lead to red module lead.

● Black tester lead to green or black module ground
lead with eyelet terminal.

● Pink tester lead to short yellow or pink module
lead.

● Brown tester lead with black band or terminal to
short brown module lead.

2. Check DSAM part number, stamped on end of tester
housing, noting last two digits. Using those numbers,
refer to table below or tester faceplate to determine
test number to be used.

DSAM

Part No.

Test

No.

--- 24 584 31 --- ---

1 2 3 4

3. Depress tester button repeatedly until correct test
number appears on display. After a few seconds,
test number will ash three times and test will begin.
A reverse numerical sequence will be displayed,
starting with a 6 and progressing down to 1, followed
by a P (pass) or F (fail), indicating condition of part.

4. If you get a negative (-) sign instead of numerical
sequence, and/or an F at end of test cycle, recheck
all connections, check condition of tester battery and
repeat test. If you get negative (-) or F sign again in
retest replace DSAM.

Allow 15-20 seconds for tester to clear and reset itself
between tests or if test is interrupted before completion
of test cycle. Otherwise, a false reading may be
displayed in form of a (-) or a faint (8).

Tester is powered by a 9-volt battery. Most SAM’s are
designed to operate down to a minimum of 7.25 volts.
If tester battery drops below that level, incorrect test
readings will result. Tester battery should be checked
periodically by connecting a DC voltmeter between red
and green lead wires, with tester connected to a DSAM.
Start appropriate test sequence. While test is running
monitor voltage reading on voltmeter. If voltage drops
below 7.5 at any time during cycle, 9-volt tester battery
must be replaced. Use an extended life (alkaline) battery.

To replace battery, remove outer set of screws on
faceplate and carefully lift panel from body. Unplug
connector and pull battery (with mounting tape) off back
of tester. Attach connector to new battery and mount
battery to case with double-backed tape. Reinstall
faceplate and secure with four screws.

DSAM

Part No.

Test

No.

--- --- --- ---

5 6 7 8

40 32 690 01 Rev. DKohlerEngines.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 rectier-regulator plug and/or wiring harness plug before doing any electric welding on equipment
powered by engine. 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.

Most engines are equipped with a 15 amp regulated charging system. Some have a 25 amp regulated charging
system.

15/25 Amp Regulated Charging System

Stator

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

Rectier-Regulator

NOTE: When installing rectier-regulator, take note of terminal positions and install plug correctly.
NOTE: Disconnect all electrical connections attached to rectier-regulator. Testing may be performed with rectier-

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

Rectier-regulator is mounted on backing shroud assembly. To replace it, disconnect plug, remove mounting screws,
and ground lead.

Testing rectier-regulator may be performed as follows, using appropriate rectier-regulator tester.

To test 25 amp rectier-regulators:

1. Connect single lead adapter in between B+ (center)

terminal of rectier-regulator being tested and
squared single end of tandem adapter lead.

2. Connect tester ground lead (with spring clamp) to

body of rectier-regulator.

3. Connect red lead and 1 black lead to terminals on

open end of tandem adapter lead (connections are
not location specic).

4. Connect remaining black lead from tester to 1 outer

AC terminal on rectier-regulator.

5. Plug tester into proper AC outlet/power for tester

being used. Turn on power switch. POWER light
should be illuminated and 1 of 4 status lights may be
on as well. This does not represent condition of part.

6. Press TEST button until a click is heard and then

release. Momentarily 1 of 4 lights will illuminate
indicating partial condition of part.

Condition Conclusion

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 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.

Rectier-regulator is faulty and should not be used.

To test 15 amp rectier-regulators:

1. Connect tester ground lead (with spring clamp) to
body of rectier-regulator being tested.

2. Connect tester red lead to B+ terminal of rectier­regulator and 2 black tester leads to 2 AC terminals.

3. Plug tester into proper AC outlet/power for tester
being used. Turn on power switch. POWER light
should be illuminated and 1 of 4 status lights may be
on as well. This does not represent condition of part.

4. Press TEST button until a click is heard and then
release. Momentarily 1 of 4 status lights will
illuminate indicating condition of part.

25 amp 15 amp

Part is good and may be used.

4132 690 01 Rev. D KohlerEngines.com

Electrical System

15/25 Amp Battery Charging Systems

NOTE: Always zero ohmmeter on each scale before testing to ensure accurate readings. Voltage tests should be

made with engine running at 3600 RPM with no load. Battery must be good and fully charged.

When problems occur in keeping battery charged or battery charges at high rate, charging system or battery might be
causing problems.

To test charging system for no charge to battery:

1. Insert an ammeter in B+ lead from rectier-regulator.
With engine running at 3600 RPM and B+ (at
terminal on recti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.

Condition Conclusion

Charge rate increases
when load is applied.

Charge rate does not
increase when load is
applied.

2. Remove connector from recti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.

Charging system is OK
and battery was fully
charged.

Test stator and rectier­regulator (steps 2 and 3).

Stator is OK. Rectier­regulator is faulty; replace.

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

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.

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 rectier-regulator;
replace.

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

Condition Conclusion

Resistance is 0.064/0.2
ohms.

Resistance is 0 ohms. Stator is shorted; replace.
Resistance is innity

ohms.

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

Condition Conclusion

Resistance is innity ohms
(no continuity).

Resistance (or continuity)
measured.

42 32 690 01 Rev. DKohlerEngines.com

Stator is OK.

Stator is open; replace.

Stator is OK (not shorted
to ground).

Stator leads are shorted to
ground; replace.

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 engine develops sufcient speed to disengage starter but does not keep running (a false start), engine

rotation must be allowed to come to a complete stop before attempting to restart engine. If starter is engaged
while ywheel is rotating, starter pinion and 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 inertia drive or solenoid shift starters.

Troubleshooting-Starting Difculties

Condition Possible Cause Conclusion

Starter does not energize. Battery Check speci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 speci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.

4332 690 01 Rev. D KohlerEngines.com

Starter System

INERTIA DRIVE ELECTRIC STARTERS
Inertia Drive Electric Starter Components

J

I

H

G

F

E

D

C

B

Drive Service

If drive pinion is worn, or has chipped or broken teeth, it
must be replaced.

1. Rubber dust cover has a molded lip on inside that
snaps over a lip on front of drive pinion. Turn drive
pinion clockwise until it reaches fully extended
position. While holding it in extended position, grasp
tip of dust cover with a pliers or vise grip and pull it
free from pinion.

2. Grasp spring retainer with a pliers and push it toward
starter, compressing anti-drift spring to expose
retaining ring.

3. Remove retaining ring from armature shaft using
either a retaining ring pliers or snap ring removal
tool, as described in Steps 4, and 5. Do not reuse
old retainer.

4. Holding spring retainer in retracted position,
assemble inner halves of removal tool around
armature shaft with retaining ring in inner groove.
Slide collar over inner halves to hold them in
position.

5. Thread center screw into removal tool until you feel
resistance. Use a wrench (1-1/8" or adjustable) to
hold base of removal tool. Use another wrench or
socket (1/2" or 13 mm) to turn center screw
clockwise. Resistance against center screw will tell
you when retaining ring has popped out of groove in
armature shaft.

6. Remove drive components from armature shaft,
paying attention to sequence. If splines are dirty,
clean them with solvent.

7. Splines should have a light lm of lubricant.
Lubricate as necessary with Kohler starter drive
lubricant. Reinstall or replace drive components,
assembling them in reverse order they were
removed.

Retaining Ring Installation

1. Position retaining ring in groove in one of inner
halves. Assemble other half over top and slide on
outer collar.

A

Commutator End Cap

A

C Armature D Drive End Cap

E Drive Nut (Collar) F Drive Pinion

G Anti-Drift Spring H Spring Retainer

I Retaining Ring J Dust Cover

When power is applied to starter, armature rotates. As
armature rotates, drive pinion moves out on drive shaft
splines and into mesh with ywheel ring gear. When
pinion reaches end of drive shaft, it rotates ywheel and
cranks engine.

When engine starts, ywheel rotates faster than starter
armature and drive pinion. This moves drive pinion out
of mesh with ring gear and into retracted position. When
power is removed from starter, armature stops rotating
and drive pinion is held in retracted position by anti-drift
spring.

44 32 690 01 Rev. DKohlerEngines.com

with Brushes

B Frame

2. Be certain drive components are installed in correct
sequence onto armature shaft.

3. Slip tool over end of armature shaft, so retaining ring
inside is resting on end of shaft. Hold tool with one
hand, exerting slight pressure toward starter. Tap top
of tool with a hammer until you feel retaining ring
snap into groove. Disassemble and remove tool.

4. Squeeze retaining ring with a pliers to compress it
into groove.

5. Assemble inner halves with larger cavity around
spring retainer. Slide collar over them and thread
center screw in until resistance is felt.

6. Hold base of tool with a 1-1/8" wrench and turn
center screw clockwise with a 1/2" or 13 mm wrench
to draw spring retainer up around retaining ring. Stop
turning when resistance increases. Disassemble and
remove tool.

7. Reinstall dust cover.

Starter System

Starter Disassembly

1. Remove drive components following instructions for
servicing drive.

2. Remove thru bolts.

3. Remove commutator end cap containing brush
holder, brushes, brush springs and thrust washer
(cup).

4. Remove drive end cap.

5. Remove armature from inside starter frame.

End Cap/Brush Replacement

Brushes are contained in a plastic carrier housing,
attached to end cap. Replacement brushes in brush
holder come preassembled, attached to end cap with
commutator end thrust washer (cup) holding brushes in
retracted position. When installation is performed, end
of armature shaft will push thrust washer (cup) back into
nal position allowing brushes to contact commutator.
Do not remove protective tape and shipping strip holding
washer (cup) until part is ready to be installed.

Commutator Service

Clean commutator with a coarse, lint free cloth. Do not
use emery cloth.

If commutator is badly worn or grooved, turn it down on
a lathe or replace starter.

Starter Reassembly

1. Insert armature into starter frame. Make sure
magnets are closer to drive shaft end of armature.
Magnets will hold armature inside frame.

2. Install drive end cap over drive shaft and align with
cutout starter frame.

3. Installing new brushes: carefully remove tape
holding thrust washer (cup) in place against brushes.
Do not allow thrust washer (cup) to move out of this
position. Align terminal stud block with notch in
starter frame and start brush holder/end cap
assembly onto end of armature.

4. Pull out thin shipping strip from behind thrust washer
(cup), and slide brush holder/end cap into position.

5. Install thru bolts and torque to 4.5-5.7 N·m
(40-50 in. lb.).

6. Lubricate drive shaft with Kohler starter drive
lubricant. Install drive components following
instructions for servicing starter drive.

SOLENOID SHIFT STARTERS
Solenoid Shift Starter Components

H

G

F

E

D

C

B

A

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

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

Plate

T

U

T Screw

I

J

K

L

M

N

O

P

Q

R

S

4532 690 01 Rev. D KohlerEngines.com

Starter System

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

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.

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.

46 32 690 01 Rev. DKohlerEngines.com

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 System

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 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 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

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.
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.

4732 690 01 Rev. D KohlerEngines.com

Starter System

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 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 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.

48 32 690 01 Rev. DKohlerEngines.com

EVAPORATIVE EMISSION COMPLIANT SYSTEM
Carbon Canister System

A

B

Emission Compliant Systems

D

C

E

F

A Fuel Tank Cap B Fuel Tank C

E

For engine to be Tier III compliant, it may be tted with a Kohler supplied canister vapor recovery system, or a system
developed and installed by Original Equipment Manufacturer (OEM). Details on Kohler system are included below.

Operation

Fuel vapors travel from fuel tank through tubing to
carbon canister. On intake stroke of engine fuel vapors
are drawn in through a port in carburetor and burned
with fuel charge.

Canister Breather

Filter

F To Carburetor

Maintenance

On Kohler-supplied canisters, breather lter can be
removed and cleaned with hot soapy water, dried and
reinstalled. Do not oil breather screen. This is done
periodically or if system operation is suspect. Carbon
canister is sealed and requires no maintenance.

In some applications or installations, OEM will have
installed a different canister or fuel vapor recovery
system. See OEM equipment documentation for service
or maintenance information.

Roll Over Valve

(ROV)

D Carbon Canister

32 690 01 Rev. D KohlerEngines.com

49

Emission Compliant Systems

SECONDARY EMISSION COMPLIANT SYSTEM
Twin Secondary Air Induction System

A

B

C

E

C

D

A

E

Single Secondary Air Induction System

F

For engine to be Tier III compliant, it may be tted with a secondary air induction system (SAI).

Operation

Intake pulse of engine activates secondary air valve.
Air is drawn through an inlet screen of secondary air
valve. Air is then drawn into exhaust manifold and
mufer where it mixes with any unburned hydrocarbons,
which then burn in heat of mufer. A hose is connected
between a carburetor port and a diaphragm chamber
in secondary air valve. Carburetor vacuum moves
diaphragm to close valve when air induction is not
required, primary idle.

Hose To Exhaust

Manifold

Hose To Exhaust

Manifold

Secondary Air

Valve Assembly

B Inlet Screen C

F

G

F

G

Hose To Exhaust

Manifold

Maintenance

Air inlet screen in secondary air valve can be removed,
cleaned, and reinstalled. If inspection of system reveals
any damage or decomposition of hoses, secondary air
valve, or exhaust system, parts should be replaced.

H Hose To Carburetor I Inlet Screen

Secondary Air

Valve Assembly

I

H

D Hose To Carburetor

50

KohlerEngines.com 32 690 01 Rev. D

Remove Inlet Screen

Inlet Components

Emission Compliant Systems

A

A Secondary Air Valve Assembly B Barb C Inlet Screen

1. Remove inlet screen from secondary air valve assembly by grasping inlet screen at base and gently pulling away
from valve assembly.

2. Use a soft brush to remove debris from screen.

3. Run water through inlet screen in reverse direction.

4. To reinstall, push inlet screen onto barb of secondary air valve assembly. An audible click will be heard when inlet
screen is properly reinstalled.

B

C

32 690 01 Rev. D KohlerEngines.com

51

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

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

A

E

F

E

G

H

E

I

J

X

K

L

M

N

L

C

R

B

W

D

V

U

T

S

Q

A Fixed Guard B

E Hose Clamp F Fuel Pump G Hose Clip H Fuel Line

I Fuel Filter J Oil Filter K Nipple L O-Ring

M

Q Inner Bafe R Ignition Module S Intake Manifold T Carburetor
U Gasket V Air Cleaner Base W Air Cleaner X Rectier-Regulator

52

Oil Feed Tube

(Oil Pump Outlet)

N

Air Cleaner

Access Door

Oil Feed Tube

(Filter to Pan)

KohlerEngines.com 32 690 01 Rev. D

O

P

C Debris Screen D Blower Housing

O Outer Bafe P Electric Starter

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.

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. Remove oil ll cap/dipstick and oil drain plug.

2. Allow ample time for oil to drain from crankcase and
oil lter.

3. Remove and appropriately discard oil lter.

4. Use an allen wrench to loosen adapter nipple. Note
locating pin of adapter and corresponding notch in
pad of oil pan. Remove nipple, washer (plastic
adapters only), and oil lter adapter.

5. Remove oil pump outlet tube assembly and oil feed
tube (if not removed with nipple).

Remove Blower Housing and Outer Bafes

1. Remove screws securing blower housing.

2. Remove blower housing from engine.

3. Remove M6 mounting screw on bottom of each
outer bafe into cylinder, and M5 screws going into
backing plate and cylinder head ange. One screw
may also secure lift strap on 1 side.

Remove Throttle Controls

Control Bracket Components

A

B

C

C

F

E

D

Remove Mufer

Remove exhaust system and attaching hardware from
engine

Remove Fuel Pump (if equipped)

WARNING

Explosive Fuel can cause res and severe
burns.

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

Gasoline is extremely ammable and its vapors can
explode if ignited. Store gasoline only in approved
containers, in well ventilated, unoccupied buildings,
away from sparks or 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. Disconnect pulse (vacuum) hose and outlet fuel line
from fuel pump.

2. Remove mounting screws, unhook outlet hose from
blower housing clip, and remove fuel pump from
blower housing.

G

C

D

A Choke Linkage B Throttle Linkage

C Governor Lever D Governor Spring

E Cross Shaft F Control Bracket

G Dampener Spring

1. Remove screws securing throttle control bracket to
cylinder heads.

2. Disconnect choke linkage from choke actuator lever.
Unhook governor spring, and dampener spring from
governor lever. Note hole locations for reassembly.

Remove External Governor Controls

Loosen nut and remove governor lever from cross shaft.
Leave lever attached to throttle linkage.

32 690 01 Rev. D KohlerEngines.com

53

Disassembly/Inspection and Service

Remove Air Cleaner and Carburetor

WARNING

Explosive Fuel can cause res and severe
burns.

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

Gasoline is extremely ammable and its vapors can
explode if ignited. Store gasoline only in approved
containers, in well ventilated, unoccupied buildings,
away from sparks or 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 carburetor/air cleaner base mounting nuts
and disconnect breather hose. Remove air cleaner
base and gasket.

2. Unhook retainer and remove air cleaner element and
precleaner (if equipped) from air cleaner base for
servicing.

3. Disconnect ground lead and fuel shut-off solenoid
lead (if equipped).

4. Remove carburetor, throttle linkage and governor
lever as an assembly.

5. Remove carburetor gasket.

6. If necessary, carburetor, throttle linkage and
governor lever can be separated. Reattach bushings
to linkage following separation to avoid losing them.

Remove Electric Starter Motor

1. Disconnect leads from starter.

2. Remove screws and starter.

3. Pull out oil ll tube with lifting strap from crankcase.

Remove Inner Bafes

Remove mounting screws securing inner bafes to
crankcase. Note position of any lifting bracket(s).
Remove inner bafes.

Remove Ignition Modules

1. Rotate ywheel so magnet is away from modules.

2. Disconnect lead(s) from each ignition module. Fixed
Timing Models and DSAI Models have 1 lead per
module and DSAM or SMART-SPARK
timing) ignition modules have 2 leads per module.

(variable

™

3. Remove mounting screws and ignition modules.
Note position of ignition modules.

Remove Intake Manifold and Rectier-Regulator

1. Remove screws securing intake manifold to cylinder
heads. Note which screws hold wiring clamp(s).

2. Remove intake manifold and O-rings. Leave wiring
harness attached to manifold.

3. Remove screws securing rectier-regulator to
backing plate and disconnect plug.

4. Use tip of a small screwdriver or similar small at
tool to bend locking tang, then remove B+ (center
lead) from terminal plug. This will allow intake
manifold to be removed with wiring harness intact.

54

KohlerEngines.com 32 690 01 Rev. D

Cylinder Head Components

B

Disassembly/Inspection and Service

K

C

A Gasket B Valve C Cylinder Head D Spring Cap

E Valve Stem Seal F Valve Spring G Valve Spring Retainer H Valve Spring Keeper

I Stud J Spark Plug K Guide Plate L Push Rod

M Rocker Arm N Rocker Arm Pivots O Adjusters P O-Ring

Q Valve Cover

Remove Spark Plugs

Remove spark plug from each cylinder head.

Remove Valve Covers and Cylinder Heads

Plastic Valve Covers with O-Rings

Remove screws securing each valve cover. Most valve
covers have screw hole spacers molded in place.
Remove valve covers and O-rings.

Stamped Steel Valve Covers with RTV Sealant

NOTE: Valve cover is sealed to cylinder head using

RTV silicone sealant. When removing valve
cover, use care not to damage gasket surfaces
of cover and cylinder head. To break RTV seal,
hold a block of wood against 1 at face of valve
cover. Strike wood rmly with a mallet. If seal
doesn't break loose after 1 or 2 attempts, repeat
procedure on other side.

1. Remove screws, or Torx screws securing each valve
cover.

2. Using a brass wire brush and gasket remover or
similar solvent, clean old RTV from surface of
cylinder head and valve cover.

E

D

F

J

G

I

H

L

3. Sealing surface of stamped steel valve covers must
be checked for atness prior to reinstallation. Hold
valve cover down rmly against a at, level surface
or piece of glass, and check around entire perimeter
that a 0.012 in. (0.30 mm) feeler gauge cannot be
inserted anywhere. If gauge goes in anywhere,
cover needs to be replaced.

Remove Cylinder Heads

NOTE: Exhaust side is located on output shaft side of

1. Loosen rocker arm pivot screws, or inner setscrews
(T25 TORX) based on design, and back off rocker
arm adjusting nuts.

2. Mark location of push rods as either intake or
exhaust and cylinder 1 or 2. Push rods should
always be installed in same positions.

3. Remove screws securing each cylinder head.
Discard screws once removed. Do not reuse.

4. Remove cylinder head and head gasket.

M

N

O

P

Q

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

A

32 690 01 Rev. D KohlerEngines.com

55

Disassembly/Inspection and Service

Disassemble Cylinder Heads

NOTE: On engines with valve stem seals on intake

valves; use a new seal whenever valve is
removed or if seal is deteriorated or damaged.
Never reuse an old seal.

1. Remove adjusters, pivots, rocker arms, studs, and
guide plate with adjusters from cylinder head.

2. Compress valve springs using a valve spring
compressor.

Inspection and Service
Valve Details

E

G

H

F

D

C

3. Once valve spring is compressed, remove following
items.

● Valve spring keepers.

● Valve spring retainers.

● Valve springs.

● Valve spring caps.

● Intake and exhaust valves (mark position).

● Valve stem seal (intake valve some models).

4. Repeat above procedure for other cylinder head. Do
not interchange parts from 1 cylinder head to
another.

Exhaust Insert

B

A

A

F

E

G

H

D

Exhaust Valve

Dimension Intake Exhaust

A Seat Angle 89° 89°

B Insert O.D. 36.987/37.013 mm (1.4562/1.4572 in.) 32.987/33.013 mm (1.2987/1.2997 in.)

C Guide Depth 4 mm (0.1575 in.) 6.5 mm (0.2559 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 33.37/33.63 mm (1.3138/1.3240 in.) 29.37/29.63 mm (1.1563/1.1665 in.)

F Valve Face Angle 45° 45°

G Valve Margin (Min.) 1.5 mm (0.0591 in.) 1.5 mm (0.0591 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.)

After cleaning, check 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 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. See valve details and specications.

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 rst. After removal, clean valve
heads, faces, and stems with a power wire brush. Then, carefully inspect each valve for defects such as warped
head, excessive corrosion, or worn stem end. Replace valves found to be in bad condition.

B

Intake Insert

A

Intake Valve

56

KohlerEngines.com 32 690 01 Rev. D

Disassembly/Inspection and Service

Valve Guides

If a valve guide is worn beyond speci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 (0.0015/0.003
in.) or exhaust clearance exceeds 0.050/0.088 mm
(0.0020/0.0035 in.), determine whether valve stem or
guide is responsible for excessive clearance.

Maximum (I.D.) wear on intake valve guide is 7.134 mm
(0.2809 in.) while 7.159 mm (0.2819 in.) is maximum
allowed on 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-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.

Recondition valve seat inserts following instructions
provided with valve seat cutter being used. Final cut
should be made with an 89° cutter as specied for
valve seat angle. Cutting proper 45° valve face angle,
as speci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
t. Use a hand valve grinder with suction cup for
nal lapping. Lightly coat valve face with ne grade
of grinding compound, then rotate valve on seat with
grinder. Continue grinding until 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.

Intake Valve Stem Seal

Some engines use valve stem seals on intake valves.
Always use a new seal when valves are removed
from cylinder head. Seals should also be replaced if
deteriorated or damaged in any way. Never reuse an old
seal.

Flywheel/Ignition/Breather Components

A

B

C

D

E

F

G

H

I

J

K

L

M

N

A Flywheel Screw B Fan

C Washer D Fan Mounting Plate

E Magnet F Flywheel

G Stator H Backing Plate

I Outer Breather Cover J Stud

K Retainer L Breather Reed

M Ignition Module N Woodruff Key

32 690 01 Rev. D KohlerEngines.com

57

Disassembly/Inspection and Service

Remove Debris Screen, Fan, and Flywheel

NOTE: Always use a ywheel strap wrench or ywheel

holding tool (see Tools and Aids) to hold ywheel
when loosening or tightening ywheel and fan
retaining fasteners. Do not use any type of bar
or wedge between ns of cooling fan, as ns
could become cracked or damaged.

NOTE: Always use a puller to remove ywheel from

crankshaft. Do not strike crankshaft or ywheel,
as these parts could become cracked or
damaged. Striking puller or crankshaft can
cause crank gear to move, affecting crankshaft
endplay.

1. Unsnap debris screen from cooling fan.

2. Remove retaining screw, washer, and fan mounting
plate, securing fan and ywheel to crankshaft.

3. Carefully lift cooling fan to disengage 2 drive pins
and remove it from ywheel.

4. Remove ywheel from crankshaft using a puller.

5. Remove woodruff key.

Flywheel Inspection

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

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

Remove Backing Plate and Stator

1. Remove mounting screws and backing plate from
crankcase.

2. Remove screws and stator. Note routing of stator
leads.

Crankshaft/Governor Gear/Oil Pump Components

A

1 2

B

R

C

P

Q

O

M

D

E
F

N

G

S

H

L

I

Remove Outer Breather Assembly

1. RTV sealant is used between outer breather cover
and crankcase. Remove nut and sealing (at)
washer securing breather cover to crankcase.
Carefully pry under small tab of cover ange to
separate and remove. Do not bend or distort cover.

2. Unscrew and remove mounting stud, retainer and
breather reed.

58

KohlerEngines.com 32 690 01 Rev. D

J

K

A

Governor Cross

Shaft

B Crankshaft

C Valve Tappets D Camshaft

E Regulating Pin F Shaft

G Governor Gear H

Locking Tab Thrust

Washer

I Oil Pan J Drain Plug

K Oil Seal L

Oil Feed Tube
(Filter to Pan)

M Oil Pump N Gerotor Gears

O

Q Oil Sentry

Oil Feed Tube

(Oil Pump Outlet)

™

P O-Rings

R Oil Pump Torque

S Retaining Ring

Disassembly/Inspection and Service

Remove Oil Pan Assembly

1. Remove screws securing oil pan to crankcase.

2. Locate splitting tab cast into perimeter of oil pan.

Insert drive end of a 1/2” breaker bar between
splitting tab and crankcase and turn it to break RTV
seal. Do not pry on sealing surfaces as this can
cause leaks.

Inspection

Inspect oil seal in oil pan and remove it if it is worn
or damaged. New oil seal is installed after oil pan is
assembled to crankcase. See Reassembly, Oil Seal in
Oil Pan.

Inspect main bearing surface for wear or damage (refer
to Specications). Replace oil pan assembly if required.

Governor Assembly

Governor gear assembly is located inside oil pan. If
service is required, continue following steps.

Inspection

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.

Disassembly
Governor Shaft Component and Details

C

B

A

34.0 mm (1.3386 in.)

A

33.5 mm (1.3189 in.)

C Gear Shaft

NOTE: 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.

Governor gear must be replaced once it is removed from
oil pan.

1. Use 2 small screwdrivers and carefully pry upward to

remove regulating pin and governor gear assembly.

2. Remove locking tab thrust washer located under

governor assembly.

B 19.40 mm (0.7638 in.)

3. Carefully inspect governor gear shaft and replace it
only if it is damaged. After removing damaged shaft,
press or lightly tap replacement shaft into oil pan to
depth shown.

Reassembly

1. Install locking tab thrust washer on governor gear
shaft with tab down.

2. Position regulating pin within governor gear/
yweights assembly and slide both onto governor
shaft until assembly locks into place.

Oil Pump Assembly

Oil pump is mounted inside oil pan. If service is required,
continue with Disassembly, Inspection, and Reassembly.

Disassembly

NOTE: Relief valve is sealed as part oil pump housing

and not serviceable. Replace oil pump if relief
valve condition or function is questionable in any
way.

1. Remove screws.

2. Lift oil pump assembly from oil pan.

3. Outer gerotor gear is typically held captive in oil
pump housing. If gear becomes separated, see step
1 under Reassembly for proper reinstallation.

Inspection

Inspect oil pump housing, gear, and rotors for nicks,
burrs, wear, or any visible damage. Check oil pickup
screen for damage or restriction. If any parts are worn or
damaged, replace oil pump assembly. Disassembly of oil
pump is not recommended. If retaining ring of main shaft
is removed for any reason, a new retaining ring should
be used. Do not install a used ring.

Reassembly

1. Lubricate outer gerotor gear with oil. If outer gear
was separated from oil pump housing examine outer
edges. On gerotor gears: 1 edge contains small
molding marks or dots, which must be matched to
those on inner gear. If dots are not visible on inner
gear, install outer gear with dots down or in. If dots
are visible, outer gear should be installed with dots
up or out. Not matching molding dots will result in
reduced pump output efciency.

2. Install oil pump inserting center shaft into
corresponding recess in oil pan. Secure oil pump by
torquing screws in indicated sequence to 11.2 N·m
(100 in. lb.) in new, as-cast holes, or 7.3 N·m
(65 in. lb.) into used holes.

a. Start fastener 1 into hole, apply only minimal

torque to position pump.
b. Torque fastener 2 to full value.
c. Torque fastener 1 to full value.
d. After torquing, rotate gear and check for freedom

of movement. Make sure there is no binding. If

binding occurs, loosen screws, reposition pump,

retorque screws and recheck movement.

32 690 01 Rev. D KohlerEngines.com

59

Disassembly/Inspection and Service

Remove Camshaft and Valve Tappets

1. Position crankcase so ywheel side is down.
Remove camshaft and shim.

2. Remove valve tappets from crankcase and mark
them by their location, as either intake or exhaust
and cylinder 1 or 2. Tappets should always be
reinstalled in same position.

Camshaft Inspection and Service

Check lobes of camshaft for wear or damage. See
Specications for minimum lift specications. Inspect
cam gear for badly worn, chipped or missing teeth.
Replacement of camshaft will be necessary if any of
these conditions exist.

Valve Tappets Inspection

Check base surface of valve tappet(s) for wear or
damage. Replace tappet(s) if condition is questionable
in any way. Corresponding camshaft lobe(s) should also
be checked for wear or damage. Whenever tappets are
replaced, apply a liberal coating of Kohler lubricant to
base of each new tappet before it is installed.

Remove Governor Cross Shaft
Governor Cross Shaft Oil Seal Details

A

B

Connecting Rods/Piston/Breather Components

J

G

H

I

A Piston Ring Set B Piston Pin Retainer

C Piston D Piston Pin

E Connecting Rod F

G Breather Filter H

I

Inner Breather

Cover

J Oil Seal

B

A

C

D

B

E

F

Connecting Rod

End Cap

Breather Cover

Gasket

A 2.0 mm (0.0787 in.) B

1. Remove retainer and washer from governor cross
shaft.

2. Remove cross shaft with small inner washer through
inside of crankcase.

3. Remove governor shaft seal from crankcase.

If governor cross shaft seal is damaged and/or leaks,
replace it using following procedure.

Remove oil seal from crankcase and replace it with a
new one. Install new seal to depth shown.

60

Governor Cross

Shaft Seal

KohlerEngines.com 32 690 01 Rev. D

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
it 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 procedure for other connecting rod
and piston assembly.

Disassembly/Inspection and Service

Connecting Rods

Offset, stepped-cap connecting rods are used in all
these engines.

Inspection and Service

Check bearing area (big end) for excessive wear, score
marks, running and side clearances (See Specications).
Replace rod and cap if scored or excessively worn.

Service replacement connecting rods are available in
STD size and 0.25 mm (0.010 in.) undersize. Undersized
rods, 0.25 mm (0.010 in.), have an identication marking
on lower end of rod shank. Always refer to appropriate
parts information to ensure correct replacements are
used.

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 Identication Mark D Piston

Top Compression

E

G Rails H Expander

I

Scuf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.

Ring

Oil Control Ring

(3 Piece)

F

Center

Compression Ring

A 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.

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 ame fronts, which meet
and explode to create extreme hammering pressures on
a specic area of piston. Detonation generally occurs
from using low octane fuels.

Pre-ignition or ignition of fuel charge before timed spark
can cause damage similar to detonation. Pre-ignition
damage is often more severe than detonation damage.
Pre-ignition is caused by a hot spot in combustion
chamber such as glowing carbon deposits, blocked
cooling ns, an improperly seated valve, or wrong spark
plug(s).

Replacement pistons are available in STD bore size,
and 0.25 mm (0.010 in.) oversize. Replacement pistons
include new piston ring sets and new piston pins.

Replacement ring sets are also available separately for
STD, and 0.25 mm (0.010 in.) oversize pistons. Always
use new piston rings when installing pistons. Never use
old rings.

Some important points to remember when servicing
piston rings:

1. Cylinder bore must be de-glazed before service ring

sets are used.

2. If cylinder bore does not need re-boring 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 0.25/0.56
mm (0.0100/0.0224 in.) for a new bore, or 0.94 mm
(0.037 in.) for a used bore.

5. After installing new compression (top and middle)

rings on piston, make sure top compression ring-to­groove side clearance is 0.025/0.048 mm
(0.0010/0.0019 in.) and middle compression ring-to­groove side clearance 0.015/0.037 mm
(0.0006/0.0015 in.). If side clearance is greater than
specied, a new piston must be used.

32 690 01 Rev. D KohlerEngines.com

61

Disassembly/Inspection and Service

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 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.

2. Middle compression ring (center groove): Install
center ring using a piston ring expander tool. Make
sure identi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 tool. Make sure
identication mark is up or colored dye stripe (if
contained) is left of end gap.

Remove Crankshaft

Carefully pull crankshaft from crankcase.

Inspection and Service

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. Measure running clearance between
crankshaft journals and their respective bearing bores.
Use an inside micrometer or telescoping gauge to
measure inside diameter of both bearing bores in vertical
and horizontal planes. Use an outside micrometer to
measure outside diameter of crankshaft main bearing
journals. Subtract journal diameters from their respective
bore diameters to get running clearances. Check results
against values in Specications. If running clearances
are within specication, and there is no evidence of
scoring, grooving, etc., no further reconditioning is
necessary. If bearing surfaces are worn or damaged,
crankcase and/or oil pan will need to be replaced.

Inspect crankshaft keyways. If 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 are exceeded, as stated in
Specications, it will be necessary to replace crankshaft.

Remove Inner Breather Assembly

Breather system is designed to control amount of oil
in head area and still maintain necessary vacuum in
crankcase.

When pistons move downward, crankcase gases are
pushed past reed through mesh lter into intake system.
Upward travel of pistons closes reed and creates a
low vacuum in lower crankcase. Any oil separated out
through lter drains back into crankcase.

1. Remove screw securing inner breather cover and
gasket to crankcase.

2. Carefully remove cover, gasket, and breather lter.
Make sure drain back hole is not plugged or
restricted.

Remove Flywheel and PTO End Oil Seals

Remove oil seals from crankcase and oil pan.

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 scuf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 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 (refer
to Specications). A 0.25 mm (0.010 in.) oversize piston
is available if resizing is selected. Initially, resize using
a boring bar, then use these following procedures for
honing cylinder.

Honing
Details

A

A 23°-33° Crosshatch

NOTE: Kohler pistons are custom-machined to exacting

tolerances. When over-sizing a cylinder, it
should be machined exactly 0.25 mm (0.010 in.)
over new diameter (refer to Specications).
Oversize Kohler replacement piston will then 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:

62

KohlerEngines.com 32 690 01 Rev. D

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 nish
stones (220-280 grit) and polish bore to its nal size.
A crosshatch should be observed if honing is done
correctly. Crosshatch should intersect at
approximately 23°-33° off horizontal. Too 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. Two
measurements should be taken (perpendicular to
each other) at 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 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 6 mm (0.24 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 clearances are not within
specications, engine failure will usually result.

Use following procedure to accurately measure piston­to-bore clearance:

1. Use a micrometer and measure diameter of piston
6 mm (0.24 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.
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).

32 690 01 Rev. D KohlerEngines.com

63

Reassembly

NOTE: Make sure engine is assembled using all

specied torque values, tightening sequences,
and clearances. Failure to observe specications
could cause severe engine wear or damage.
Always use new gaskets.

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 sealing 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.

Connecting Rods/Piston/Breather Components

J

G

B

A

C

D

B

E

F

Install Flywheel End Oil Seal

1. Make sure seal bore of crankcase is clean and free
of any nicks or burrs.

2. Apply a light coat of engine oil to outside diameter of
oil seal.

3. Install oil seal into crankcase using a seal driver.
Make sure oil seal is installed straight and true in
bore and tool bottoms against crankcase.

Install Breather Filter and Inner Cover

NOTE: Make sure drainback hole in gasket and cover is

aligned and open after cover is secured. Check
using a piece of wire or similar tool.

1. Install breather lter between 2 ribs inside inner
breather chamber.

2. Make sure sealing surfaces are clean and free of
nicks or damage. Install a new breather cover gasket
and breather cover onto chamber.

3. Secure breather cover with M6 screw. Torque screw
to 10.7 N·m (95 in. lb.) into a new, cored hole, or

7.3 N·m (65 in. lb.) into a used hole.

Install Governor Cross Shaft

1. Lubricate governor cross shaft bearing surfaces in
crankcase with engine oil.

2. Slide lower washer onto governor cross shaft and
install cross shaft from inside of crankcase.

3. Install nylon washer onto governor cross shaft, then
start push-on retaining ring. Hold cross shaft up in
position, place a 0.50 mm (0.020 in.) feeler gauge on
top of nylon washer, and push retaining ring down
shaft to secure. Remove feeler gauge, which will
have established proper endplay.

H

I

A Piston Ring Set B Piston Pin Retainer

C Piston D Piston Pin

E Connecting Rod F

G Breather Filter H

I

Inner Breather

Cover

Connecting Rod

End Cap

Breather Cover

Gasket

J Oil Seal

64

KohlerEngines.com 32 690 01 Rev. D

Reassembly

Crankshaft/Governor Gear/Oil Pump Components

A

1 2

B

R

C

P

Q

O

M

D

E

F

N

G

H

L

I

J

K

A

Governor Cross

Shaft

B Crankshaft

C Valve Tappets D Camshaft

E Regulating Pin F Shaft

G Governor Gear H

Locking Tab Thrust

Washer

I Oil Pan J Drain Plug

K Oil Seal L

Oil Feed Tube

(Filter to Pan)

M Oil Pump N Gerotor Gears

O

Q Oil Sentry

Oil Feed Tube

(Oil Pump Outlet)

™

P O-Rings

R Oil Pump Torque

Install Crankshaft

1. Lubricate ywheel side main bearing surface and

lips of oil seal in crankcase with clean engine oil.

2. Carefully slide ywheel end of crankshaft through

main bearing in crankcase.

Install Connecting Rods with Pistons and Rings

Piston and Connecting Rod Details

B

A

A Side 1 B Side 2

NOTE: Cylinders are numbered on crankcase. Make

sure to install piston, connecting rod, and end
cap into its appropriate cylinder bore as
previously marked during 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.

NOTE: Align chamfer of connecting rod with chamfer of

its mating end cap. When installed, at faces of
connecting rods should face each other. Faces
with raised rib should be toward outside.

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 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

ywheel side of engine. Use a hammer with a rubber
or wood 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 11.3 N·m
(100 in. lb.). Illustrated instructions are provided in
service rod package.

6. Repeat above procedure for other connecting rod

and piston assembly.

32 690 01 Rev. D KohlerEngines.com

65

Reassembly

Install Valve Tappets and Camshaft

NOTE: Exhaust valve tappets are located on output

shaft side of engine, while intake valve tappets
are located on fan side of engine. Cylinder
number is embossed on outside of each cylinder
on crankcase. Valve tappets should always be
installed in same position as before disassembly.

1. Apply camshaft lubricant to contact surface of valve
tappets. Note mark or tag identifying tappets and
install them in their appropriate crankcase locations.
A small amount of grease applied to stems will hold
valve tappets up until camshaft is installed.

2. Liberally apply camshaft lubricant to lobes of
camshaft. Lubricate camshaft bearing surfaces of
crankcase and camshaft with engine oil.

3. Position timing mark of crankshaft gear at 12 o’clock
position.

4. Turn governor cross shaft clockwise until lower end
(blade) is laying against bottom of cylinder. Make
sure cross shaft remains in this position while
installing camshaft.

5. 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. If a camshaft shim was used, install shim removed
during disassembly onto camshaft.

2. Position camshaft endplay checking tool on
camshaft.

3. Apply pressure on endplay tool (pushing camshaft
toward crankshaft). Use a feeler gauge to measure
camshaft endplay between shim (if used) and
endplay tool. Camshaft endplay should be

0.076/0.127 mm (0.003/0.005 in.).

4. If camshaft endplay is not within specied range,
remove endplay tool and shim accordingly. Shims
are color-coded by thickness and listed below.

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.)

5. Reinstall endplay tool and recheck end play.

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.

Governor Assembly

Governor assembly is located inside oil pan. If service
was required and governor was removed, refer to
Disassembly/Inspection and Service procedure.

Install Oil Seal in Oil Pan

Oil Seal Component and Detail

A

B

A 6.5 mm (0.255 in.) B Oil Seal

1. Check to make sure there are no nicks or burrs in
crankshaft bore of oil pan.

2. Apply a light coat of engine oil to outside diameter of
oil seal.

3. Drive oil seal into oil pan using a seal driver. Make
sure oil seal is installed straight and true in bore, to
depth shown.

Install Oil Feed Tubes and Filter Adapter

Oil Filter Adapter Components

B

A

A Oil Filter Adapter B O-Ring

1. Lubricate new O-rings with clean oil and install into
groove on ends of oil pump oil feed tube.

2. Install oil feed tube with O-rings. Push in until seated
into outlet of oil pump. Make sure inner O-ring is not
unseated or damaged when installing.

3. Slide oil feed tube through oil pan and into hole for
main bearing. A small amount of grease applied to
outside, forward end of tube will hold tube in position
until adapter is installed.

4. Apply a small amount of grease and install a new
O-ring into groove of adapter for oil lter.

5. Position adapter, aligning locating pin with
corresponding recess in oil pan. Install at washer
(plastic adapters only) onto adapter nipple, then
insert through adapter, surrounding oil feed tube and
nger tighten. Tighten nipple and torque to 33.9 N·m
(300 in. lb.). Do not overtighten.

66

KohlerEngines.com 32 690 01 Rev. D

Reassembly

Install Oil Pan Assembly

Sealant Pattern

Fastener Torque Sequence

3

5

7

Flywheel/Ignition/Breather Components

A

B

C

D

E

F

1

10

8

G

H

6

9

RTV sealant is used as a gasket between oil pan
and crankcase. Refer to Tools and Aids for a listing of
approved sealants. Always use fresh sealant. Using
outdated sealant can result in leakage.

1. Be sure sealing surfaces have been cleaned and
prepared as described at beginning of Reassembly.

2. Check to make sure there are no nicks or burrs on
sealing surfaces of oil pan or crankcase.

3. Apply a 1.5 mm (1/16 in.) bead of black RTV sealant
to sealing surface of oil pan. See sealant pattern. Oil
pan must be installed within 5 minutes of sealant
being applied for proper sealing to occur.

4. Make sure end of governor cross shaft is lying
against bottom of cylinder inside crankcase.

5. Install oil pan to crankcase. Carefully seat camshaft
with shim and crankshaft into their mating bearings.
Rotate crankshaft to help engage oil pump and
governor gear meshes.

6. Install 10 screws securing oil pan to crankcase.
Torque fasteners in sequence shown to 24.4 N·m
(216 in. lb). On some engines 1 of 10 mounting
screws is plated. Plated screw is typically installed in
hole location 6 as shown.

2

4

I

J

K

L

M

N

A Flywheel Screw B Fan

C Washer D Fan Mounting Plate

E Magnet F Flywheel

G Stator H Backing Plate

I

K Retainer L Breather Reed

M Ignition Module N Woodruff Key

Outer Breather

Cover

J Stud

32 690 01 Rev. D KohlerEngines.com

67

Reassembly

Install Breather Reed and Outer Cover

Breather Cover Sealant

A

A Sealant Bead

NOTE: RTV sealant should be allowed to cure a

minimum of 1 hour before engine is started.

1. Install breather reed, followed by retainer over
passage hole and mounting hole in crankcase. Hold
in position and secure with mounting stud. Torque
stud to 6.2 N·m (55 in. lb.) into a new, cored hole, or

4.0 N·m (35 in. lb.) into a used hole.

2. Invert breather housing (cover) and apply a 1.5 mm
(1/16 in.) bead of RTV sealant to perimeter ange of
outer housing (cover) as shown. Use Loctite

®

5900

or 5910.

3. Immediately install housing over mounting stud and
onto crankcase. Do not allow RTV sealant to come
in contact with breather reed, or reed sealing
surface.

4. Secure with a new sealing washer and M5 nut.
Torque nut to 1.3 N·m (12 in. lb.). Check that a
complete seal has occurred by RTV sealant being
squeezed out around entire ange perimeter.

5. Attach breather hose to housing if disconnected
earlier. Make sure cover is between formed lips of
breather hose. Position hose so opposite end is
away from crankshaft.

Install Stator and Backing Plate

1. Apply pipe sealant with Teon

®

(Loctite® PST® 592TM

or equivalent) to stator mounting holes.

2. Position stator aligning mounting holes so leads are
at bottom, toward crankcase.

3. Install and torque screws to 6.2 N·m (55 in. lb.).

4. Route stator leads in crankcase recess, then install
backing plate. Secure with screws. Torque screws in
a crisscross pattern to 7.3 N·m (65 in. lb.).

Install Flywheel and Fan

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 ywheel.

NOTE: Before installing ywheel, make sure crankshaft

taper and ywheel hub are clean, dry, and
completely free of lubricants. Presence of
lubricants can cause ywheel to be overstressed
and damaged when screw is torqued to
specications.

NOTE: Make sure ywheel key is installed properly in

keyway. Flywheel can become cracked or
damaged if key is not installed properly.

1. Install woodruff key into keyway of crankshaft. Make
sure key is properly seated and parallel with shaft
taper.

2. Install ywheel onto crankshaft being careful not to
shift woodruff key.

3. Install fan onto ywheel, so locating pins t into
corresponding recesses.

4. Install fan mounting plate onto fan, aligning 4
cutouts, followed by heavy at washer and screw.

5. Use a ywheel strap wrench or holding tool to hold
ywheel. Torque screw securing ywheel to
crankshaft to 74.5 N·m (55 ft. lb.).

Install Ignition Modules

1. Rotate ywheel to position magnet away from
ignition module bosses.

2. DSAI or DSAM ignition system ignition modules are
installed in similar ways with tabs out.

Fixed ignition system ignition modules are installed

with spark plug lead from module always away from
cylinder. On cylinder 1, single kill tab should be up/
towards you. On cylinder 2, single kill tab should be
down/away from you.

3. Install each ignition module to crankcase bosses
with screws. Slide modules up as far away from
ywheel as possible and snug screws to hold them
in position.

4. Rotate ywheel to position magnet directly under 1
ignition module.

68

KohlerEngines.com 32 690 01 Rev. D

Reassembly

5. Insert a 0.30 mm (0.012 in.) at feeler gauge
between magnet and ignition module. Loosen
screws enough to allow magnet to pull module
against feeler gauge.

6. Torque screws to 4.0-6.2 N·m (35-55 in. lb.).

7. Repeat Steps 4 through 6 for other ignition module.

Cylinder Head Components

B

K

C

E

D

F

J

G

8. Rotate ywheel back and forth checking for
clearance between magnet and ignition modules.
Make sure magnet does not strike modules. Check
gap with a feeler gauge and readjust if necessary.
Final air gap 0.280/0.330 mm (0.011/0.013 in.).

M

I

H

A

L

N

O

R

P

Q

A Gasket B Valve C Cylinder Head D Spring Cap

E Valve Stem Seal F Valve Spring G Valve Spring Retainer H Valve Spring Keeper

I Stud J Spark Plug K Guide Plate L Push Rod

M Rocker Arm N Rocker Arm Pivots O Adjuster P O-Ring

Q Valve Cover R Torque Sequence

32 690 01 Rev. D KohlerEngines.com

69

Reassembly

Assemble and Install Cylinder Heads

Valve Stem Seals

Some engines use a valve stem seal on intake valves.
If engine being serviced used a valve stem seal, use
a new seal whenever valve is removed, or if seal is
deteriorated 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 following items in
order listed below using a valve spring compressor.

● Intake and exhaust valves.

● Valve spring caps.

● Valve springs.

● Valve spring retainers.

● Valve spring keepers.

Install Cylinder Heads

NOTE: Match numbers embossed on cylinder heads

and crankcase.

NOTE: When installing cylinder heads, new screws

should always be used. New screws are
supplied in gasket sets.

NOTE: Push rods should always be installed in same

position as before disassembly.

1. Check to make sure there are no nicks or burrs on
sealing surfaces of cylinder head or crankcase.
Make sure dowel locating pins are in lower 2 cylinder
bolt holes on each side.

2. Install a new cylinder head gasket (with printing up)
on each side.

3. Install each cylinder head and start 4 new screws.

4. Torque screws in 2 stages; rst to 22.6 N·m
(200 in. lb.), then nally to 41.8 N·m (370 in. lb.),
following sequence.

Install Rocker Arms

1. Loosen locking nut and back off adjusters for rocker
arms. If adjusters for rocker arms were removed,
reinstall them into threaded end of arm
approximately 3 threads and thread locking nut onto
adjuster from underside. Screw adjuster ush with
bottom of nut as an initial setting. Do not tighten
locking nut at this time, nal adjustment will be made
later.

2. Apply grease to contact surfaces of adjusters, rocker
arms and rocker arm pivots. Install rocker arms and
rocker arm pivots onto appropriate cylinder head,
and start screws.

3. Hold rocker arms in aligned position and torque
screws to 11.3 N·m (100 in. lb.).

4. Note mark or tag identifying push rod as either
intake or exhaust and cylinder 1 or 2. Check each
push rod is straight and not bent. Dip ends of push
rods in engine oil and install in their original
positions, making sure each push rod ball seats in its
tappet socket.

Adjust Valve Clearance

Adjusters Retaining Push Rods

B

A

E

C

D

A Adjustment Screw B End Adjustment Style
C Adjuster D Center Pivot

Adjustment Style

E Nut

1. Turn adjusters in rocker arms or pivots down
(clockwise) 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 1 full revolution.

3. Insert a 0.127 mm (0.005 in.) feeler gauge between
end of 1 valve and rocker arm. Turn adjuster or
adjustment nut (based on design), until a slight drag
is felt. Hold in this position and tighten locking nut or
setscrew securely. Torque setscrew to 7.9 N·m
(70 in. lb.). After tightening recheck adjustment.
Proper valve clearance is 0.101/0.152 mm
(0.004/0.006 in.).

4. Repeat procedure for other valve on side 1.

5. Viewed from PTO end, rotate crankshaft 270° (3/4
turn) counterclockwise and align crankshaft keyway
with cylinder 2, which now puts cylinder at TDC on
compression stroke.

6. Repeat steps 3-4 for setting valve clearance on side

2.

7. 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.).

70

KohlerEngines.com 32 690 01 Rev. D

Reassembly

Check Assembly

Rotate crankshaft a minimum of 2 revolutions to check
longblock assembly and overall proper operation.

Install Valve Covers

Plastic valve covers contain integral bolt hole spacers
molded in place. Sealing of plastic valve covers is
accomplished using a yellow colored O-ring. In stamped
steel valve covers sealing is accomplished using RTV
sealant.

Plastic Valve Covers
Plastic Valve Cover Torque Sequence

1&5

4

1. Make sure sealing surfaces of valve covers and
cylinder heads are clean and free of any nicks or
burrs.

2. Install a new O-ring in groove of each cover. Do Not
use gaskets or RTV sealant.

3. Position covers on cylinder heads. If a pulse style
fuel pump is used, valve cover with pulse tting hole
must be installed on side 2. Install screws in each
cover and nger tighten.

4. Torque valve cover fasteners to 6.2 N·m (55 in. lb.),
using sequence shown.

Stamped Steel Valve Covers
Stamped Steel Valve Cover RTV Sealant

3

2

Stamped Steel Valve Cover Torque Sequence

1&5 3

4

NOTE: Always use fresh sealant. Using outdated

sealant can result in leakage. Refer to Tools and
Aids for information on sealant dispenser.

NOTE: To ensure proper adhesion of sealant to both

sealing surfaces, perform step 3 immediately (5
minutes maximum) after application of RTV.

RTV silicone sealant is used as a gasket between valve
cover and cylinder head. Refer to Tools and Aids for a
listing of approved sealants.

1. Prepare sealing surfaces of cylinder heads and
valve covers. Flatness of sealing surface must be
checked prior to reinstallation. See Disassembly.

2. Apply a 1.5 mm (1/16 in.) bead of sealant to valve
cover as shown.

3. Position covers on cylinder heads. If a pulse style
fuel pump is used valve cover with pulse tting hole
must be installed on side 2. Install screws in each
cover and nger tighten.

4. Torque valve cover fasteners to 6.2 N·m (55 in. lb.),
using sequence shown.

Install Spark Plugs

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.).

2

A

A RTV Sealant

32 690 01 Rev. D KohlerEngines.com

71

Reassembly

External Engine Components

A

E

F

E

G

H

E

I

J

X

K

L

M

N

L

C

R

B

W

D

V

U

T

S

Q

A Fixed Guard B

E Hose Clamp F Fuel Pump G Hose Clip H Fuel Line

I Fuel Filter J Oil Filter K Nipple L O-Ring

M

Q Inner Bafe R Ignition Module S Intake Manifold T Carburetor

U Gasket V Air Cleaner Base W Air Cleaner X Rectier-Regulator

72

Oil Feed Tube

(Oil Pump Outlet)

N

Air Cleaner

Access Door

Oil Feed Tube

(Filter to Pan)

KohlerEngines.com 32 690 01 Rev. D

O

P

C Debris Screen D Blower Housing

O Outer Bafe P Electric Starter

Reassembly

Install Intake Manifold

Torque Sequence

3

1

NOTE: If wires were disconnected from ignition modules

on engines with DSAM, reattach leads and seal
base of terminal connectors with GE/Novaguard
G661 or equivalent dielectric compound. Beads
should overlap between terminals to form a solid
bridge of compound. Do not put any compound
inside terminals.

1. Install intake manifold using new O-rings, with wiring
harness attached, onto cylinder heads. Slide any
wiring harness clips onto appropriate bolts before
installing. Ground lead for fuel solenoid (if equipped)
should be attached to inner screw on side 2. Using
sequence shown, torque screws in 2 increments,
rst to 7.4 N·m (66 in. lb.), then to 9.9 N·m
(88 in. lb.).

2. Connect kill lead to tab terminal on standard ignition
modules.

Install Rectier-Regulator (if equipped)

1. Install B+ terminal/lead into center position of
rectier-regulator plug so it locks in place, and
connect plug to rectier-regulator.

2. Attach rectier-regulator to opening in backing plate
from underside, and secure with mounting screws.
Torque screws to 4.0 N·m (35 in. lb.)

Install Inner and Outer Cylinder Bafes

1. Attach outer cylinder bafes and secure with M6
screw (lower cylinder location), and M5 screw into
backing plate. Tighten screws as listed following step

2.

2. Attach inner bafes including any lifting straps to
cylinder head anges and to 2 crankcase mounting
bosses. Lift strap should be outside outer bafe.
Secure with M5 screws. Remaining lower inner
bafe mounting screws will be installed later.

Torque bafe mounting screws:
M5 screws: 6.2 N·m (55 in. lb.) into a new cored

hole, or 4.0 N·m (35 in. lb.) into a used hole.

M6 screws: 10.7 N·m (95 in. lb.) into a new cored

hole, or 7.3 N·m (65 in. lb.) into a used hole.

3. Install spark advance module (DSAM) if equipped,
onto outer cylinder bafe.

2

4

Install Carburetor

WARNING

Explosive Fuel can cause res and severe
burns.

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

Gasoline is extremely ammable and its vapors can
explode if ignited. Store gasoline only in approved
containers, in well ventilated, unoccupied buildings,
away from sparks or 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. Install a new carburetor gasket. Make sure all holes
align and are open.

2. Install carburetor, throttle linkage and governor lever
as an assembly.

3. If carburetor is equipped with a fuel solenoid,
connect red (power) lead. Attach eyelet terminal of
ground lead to inner top carburetor cover mounting
screw.

Install External Governor Controls

Control Bracket Components

A

B

C

C

G

C

A Choke Linkage B Throttle Linkage

C Governor Lever D Governor Spring

E Cross Shaft F Control Bracket

G Dampener Spring

F

E

D

D

32 690 01 Rev. D KohlerEngines.com

73

Reassembly

Throttle and Choke Components

A

B

K

J

I

H

G

A Screw B Choke Lever

C Throttle Lever D

E Control Bracket F Choke Return Spring
G Lock Nut M5x0.8 H Shoulder Washer

I Flat Washer J Nylon Washer

K Wave Washer

1. Install governor lever onto governor cross shaft if
disconnected previously.

2. Make sure throttle linkage is connected to governor
lever and throttle lever on carburetor. Connect choke
linkage to carburetor choke lever.

3. Attach fuel line to carburetor and secure with a
clamp.

4. Install a new air cleaner base gasket and air cleaner
base onto mounting studs. Torque nuts to

6.2-7.3 N·m (55-65 in. lb.).

5. Connect breather hose to air cleaner base and
secure with clamp.

6. Move governor lever toward carburetor as far as it
will go (wide-open throttle), and hold in position.

7. Insert a nail or similar tool into hole on cross shaft
and rotate shaft counterclockwise as far as will turn,
then torque nut to 6.8 N·m (60 in. lb.).

Install Air Cleaner Element

Install air cleaner element (with precleaner if equipped),
onto air cleaner base. Secure with latch.

Install Throttle and Choke Controls

Governor Lever Hole Position

E
D
C

B

C

D

E

F

Throttle Actuator

Lever

A

RPM Chart

High Idle

RPM

2900 1 Black

3300 1 Orange

1. Connect choke linkage to choke actuator lever on
main control bracket assembly.

2. Install main control bracket to cylinder heads using
screws. Two lower screws should also secure inner
bafes. Torque screws to 10.7 N·m (95 in. lb.) into
new holes, or 7.3 N·m (65 in. lb.) into used holes.

3. Connect governed idle spring to governor lever and
main control bracket. Connect governor spring from
throttle control bracket to appropriate hole in
governor lever, as indicated in applicable chart. Note
hole positions are counted from pivot point of
governor lever.

Install Electric Starter Motor and Oil Fill/Dipstick
Tube

1. Install starter motor, lift bracket, and oil ll/dipstick
tube (if not separated from bracket), using screws.
Position lift bracket to also secure dipstick tube.

2. Torque screws to 15.3 N·m (135 in. lb.).

3. On models with a solenoid shift starter, connect
leads to solenoid.

4. If separated earlier, install dipstick tube and align
mounting hole with threaded hole in lift bracket.
Secure with M5 screw. Torque screw to 4.0 N·m
(35 in. lb.).

5. Install oil ll cap/dipstick.

Install Debris Screen

Snap screen onto fan.

Install Blower Housing

NOTE: Do not completely tighten screws until all are

installed to allow shifting for hole alignment.

1. Install blower housing with access door onto engine.
Start all mounting screws. Two HI-LO thread screws
are installed in front securing blower housing to air
cleaner base. Make sure wire harness and spark
plug leads exit out through appropriate openings in
shrouding. Attach any fuel line clamps used.

2. Torque screws as follows:

M5 Blower Housing Screws: 6.2 N·m (55 in. lb.) in a

new hole, or 4.0 N·m (35 in. lb.) in a used hole.

M4 HI-LO Screws: 2.8 N·m (25 in. lb.).

Governor Lever

Hole No.

Governor Spring

Color Code

A Governor Lever B Hole 1
C Hole 2 D Hole 3
E Hole 4

74

KohlerEngines.com 32 690 01 Rev. D

Reassembly

Install Fuel Pump

WARNING

Explosive Fuel can cause res and severe
burns.

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

Gasoline is extremely ammable and its vapors can
explode if ignited. Store gasoline only in approved
containers, in well ventilated, unoccupied buildings,
away from sparks or 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 Components

G

F

C

A

D

E

B

A Blower Housing Clip B Outlet Fuel Line

C Pulse Hose D Inlet Fuel Line

E Fuel Line Clamp F Fuel Filter

G Fuel Pump

NOTE: If a new fuel pump is being installed, make sure

orientation of new pump is consistent with
removed pump. Internal damage may occur if
installed incorrectly.

1. Connect pulse hose to valve cover. Valve cover
should be situated between 2 formed lips on pulse
hose.

2. Attach pulse hose to fuel pump and secure with a
clamp. Mount fuel pump to blower housing with
screws. Torque screws to 2.3 N·m (20 in. lb.).

3. Connect inlet and outlet fuel lines to pump. Route
inlet fuel line through fuel line clamp (if used) as
shown, and seat outlet hose in blower housing clip.

Install Mufer

1. Install mufer and attaching hardware to mufer
bracket. Torque screws to 9.9 N·m (88 in. lb.).

2. Install M8 nuts or 5/16-18 head capscrews (based
on head design), to secure mufer. Torque nuts to

24.4 N·m (216 in. lb.), or capscrews to 16.9 N·m
(150 in. lb.).

Install Oil Filter and Fill Crankcase with Oil

NOTE: Make sure oil drain plug is installed and torqued

to specication to prevent oil leakage.

1. Install oil drain plug. Torque plug to 13.6 N·m
(10 ft. lb.).

2. Place new 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 lter material.

3. Apply a thin lm of clean oil to rubber gasket on new
lter.

4. Refer to instructions on oil lter for proper
installation.

5. Fill crankcase with new oil. Level should be at top of
indicator on dipstick.

6. Reinstall oil ll cap/dipstick and tighten securely.

Connect Spark Plug Leads

Connect leads to spark plugs.

Prepare Engine for Operation

Engine is now completely reassembled. Before starting
or operating engine, be sure to do following.

1. Make sure all hardware is tightened securely.

2. Make sure oil drain plug, Oil Sentry
switch, and a new oil lter are installed.

pressure

TM

3. Adjust carburetor idle fuel needle, or idle speed
adjusting screw as necessary.

Testing Engine

It is recommended engine be operated on a stand or
bench prior to installation in piece of equipment.

1. Run engine at idle for 2-3 minutes, then 5-6 minutes
more between idle and midrange. Adjust carburetor
mixture setting as necessary.

2. Adjust idle speed screw and high-speed stop as
necessary. Make sure maximum engine speed does
not exceed 3750 RPM (no load).

32 690 01 Rev. D KohlerEngines.com

75

© 2011 by Kohler Co. All rights reserved.

76 KohlerEngines.com 32 690 01 Rev. D