Onan MCCK, RCCK Service Manual

Service

Redistribution or publication of this document by any means, is strictly prohibited.

Manual

Engine

927-0752

RCCK

SPEC

A

WCCK

5-a4

Prinled

in

U.S.A.

Spec

A-H

Safety

Redistribution or publication of this document by any means, is strictly prohibited.

It

is

recornmended that you read your engine manual and

come thoroughly acquainted

start

the engine.

W~his

manual

l-1

ment

to

warn

damage.

Precautions

with

your equipment before you

Sp60l

of

possible serious personal

This

symbol refers

is

used

throughout this

to possi6le

be-

injury.

equip-

Fuels, electrical equipment, batteries, exhaust gasesand mov-

ing

parts present potential hazards that could

personal injury.Take care

in

following these recommended

result

in

serious,

pro-

cedures. SafetyCodes

0

All

local,

complied

This

engine

Any

such

.

state

and federal codes shoukl be consulted and

with.

is

not designed or intended for use

use

is

at the owner‘s sde

risk.

in

aircraft.

General

0

Provide appropriate

convenient

locations.

fire

extinguishers and

Use

an

extinguisher rated

install

them

ABC

NFPA.

0

Make

sure that

accurately torqued. Keep guards

all

fasteners on

the

engine are secure

in

position over fans,

and

driving belts, etc.

0

If

it

is

necessary to make adjustments while the engine

running,

use

extreme caution when

dcse

to hot exhausts,

moving parts, etc.

Protect Against Moving Parts

0

Do

not wear loose clothing

such

as

PTO

shafts,

in

the vicinity of moving

flywheels, blowers, couplings,

parts,

fans,

beits, etc.

0

Keep your hands

away

from

moving

parts.

Batteries

0

Before

starling work

to

prevent

inadvertent

0

DO

NOTSMOKEwhile servicing batteries. Lead acid batteries give be ignited

0

Verify

off

by

battery polarity before connecting battery cables.

Connect negative cable

Fuel

System

0

DO

NOT

fill

fuel

on

the engine, disconnect batteries

a

highly

starting

explosive hydrogen

of

the engine.

flame, electrical arcing or

last

tanks

while engine

is

gas

by

smoking.

running.

which

can

in

by

is

DO

NOT

smoke or use an open flame

in

the vicinity

of

the

engine or fuel tank. Internal combustion engine fuels are

highly

flammable.

0

Fuel lines and free from leaks. Piping at the engine should proved flexible line. lines

as

must

copper

be of steel

will

piping,

Do

not use copper piping for

work

harden and become brittle

adequately secured,

be

ap-

flexible

enough to break. Be

sure

all

fuel

supplies

have a positive shutoff valve.

Exhaust System

Exhaust products of any internal combustion engine are toxic and can cause applications, especially those within should be equipped

injury,

or death

if

inhaled.

a

with

an

exhaust system to discharge

All

engine

confined area,

gases to the outside atmosphere.

0

DO

NOT use exhaust gases to heat a compartment.

0

Make

sure

that your exhaust system

is

free of leaks.

En-

sure that exhaust manifolds are secure and are not warped by bob

Exhaust

Gas

Is

Deadly!

unevenly

torqued.

Exhaust gases contain carbon monoxide, a poisonous gasthat migM cause unconsciousness and death.

gas

colorless

formed during combustion

It

is

an

of

hydrocarbon

odorless and

fuels.

Symptoms of carbon monoxide poisoning are:

0

Dizziness

0

Headache Weakness and Sleepiness

If

you experience

any

of

these

immediately, shutdown the

unit

0

Vomiting

0

Muscular Twitching Throbbing

in

Temples

symptoms, get out into fresh

and

do

not use

until

it

has

been

air

inspected. The best protection against carbon monoxide inhalation

proper installation and regular, frequent inspections plete exhaust system. pearance of exhaust system,

If

you notice a change

shut

the

unit

and have it inspected and repaired at once by

of

in

the sound or

down immediately

a

competent

is

the com-

ap-

me-

chanic. Cooling

Keep The

System

0

Coolants under pressure have a higher boiling

water.

DO

NOT

open

a radiator pressure cap when

ant

or

while engine

0

Make sure

0

Remove

temperature

Unit

is

above

is

And

Surrounding

that

oily

all

unnecessary grease and

212

running.

rags

are

not left on or near

degrees

Area

Clean

F

oil

(1

00

degrees

the

from the

pointthan

cool-

C)

engine.

unit.

Ac-

cumulated grease and oil can cause overheating and

subsequent engine damage and present

a

potential

fire

hazard.

,

*

E4

Table

Redistribution or publication of this document by any means, is strictly prohibited.

of

Contents

TITLE

General Information

Specifications

Dimensions and Clearances Assembly Torques Special Tools

Engine Troubleshooting RCCK Installation., RCCK Fuel System MCCK Fuel System Ignition System Battery Charging System

OilSystem RCCK Cooling System MCCK Cooling System Starting System Engine Disassembly Wiring Diagram

...........................................................

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PAGE

............................................

............

.......

2

3

4

6

7

8

11

15

28 30

33

35 36

41

46 56

INCORRECT SERVICE OR REPLACEMENT SEVERE PERSONAL lNJURY AND/OR EQUIPMENT DAMAGE PERSONNEL MUST BE QUAllFlED TO PERFORM ELECTRICAL AND/OR MECHA NlCA

L

SERVICE

.

I

WARNING

1

h

OF

PARTS MIGHT RESULT IN

.

SERVICE

General

Redistribution or publication of this document by any means, is strictly prohibited.

I

NTR 0 D

U

CTI

ON

Information

Y

ENGINE MODEL REFERENCE

This manual deals with specific mechanical and electrical information needed by engine mechanics for troubleshooting, servicing, repairing, or overhauling the engine.

Use the table of contents for a quick reference to the

separate engine system sections.

The troubleshooting guide is provided as a quick

reference for locating and correcting engine trouble.

The illustrations and procedures presented in each section apply to the engines listed on the cover. The

so

flywheel end of the engine is the front end

left

and from the front.

The disassembly section contains major overhaul

procedures for step by step removal, disassembly, inspection, repair and assembly

components. If a major repair or an overhaul is necessary, a compe-

tent mechanic should either do the job or supervise and check the work of the mechanic assigned to do the job to ensure that all dimensions, clearances and torque values are within the specified tolerances.

The wiring diagram on the last page of the manual shows how the electrical components are interconnected.

A

detailed exploded views of each assembly and the individual piece part numbers and their proper names for ordering replacement parts.

Use only Genuine Onan replacement parts to ensure quality and the best possible repair and overhaul results. When ordering parts, always use the complete Model and Spec number as well as the Serial number shown on the nameplate.

sides are determined by viewing the engine

of

the engine

parts catalog (available at the dealer level) contains

right

Identify your model by referring to the MODEL and

NO.

SPEC (specification) nameplate. Always use this number and the engine serial numberwhen making reference toyour engine.

How to interpret set engines.

1.

Indicates kilowatt rating.

2.

Series identification.

3.

Voltage code of the generator.

4.

Method of starting: A-automatic, R-remote

electric starting, and E-electric starting.

5.

Factory code for designating optional eguipment, if any.

6.

Specification letter which advances when the factory makes production modifications.

How to interpret engines.

Factory code for general identification purposes.

1.

2.

Specific Type:

MS-ELECTRIC

and generator. Factory code for optional equipment supplied.

3.

Specification (Spec Letter) advances with factory

4.

production modification.

MODEL

1

2

MODEL

T-T’T

1

starting with stub shaft, starter

as shown on the unit

and

SPEC

NO.

on generator

34

and

2

SPEC

3

56

NO

on industrial

1

4

Specifications

Redistribution or publication of this document by any means, is strictly prohibited.

.

This

.

manual contains

SI

metric equivalents that

the

US.

after

customary units

follow

immediately in parentheses

of

measure.

UNIT

OF

SPECIFICATION MEASURE MCCK RCCK

Number Bore in

Stroke in

Displacement cu in 49.8 49.8

Compression Ratio Rated Speed (Maximum) Power at

Oil Filter Full Flow Oil Capacity Without Qt 4 3.5

Oil Capacity With Qt

Crankshaft Rotation

Governor Mechanical

Valve Clearance (Cold)

Spark Plug Gap in

Breaker Point Gap

Ignition Timing BTC 20" 20"

*

of

Cylinders 2 2

3.250 3.250

(mm) (mm) (76.2) (76.2)

(cm3) (816)

RPM 1800 3900

BHP 13.0 19.5

Rated Speed (kW) (9.7)

Filter

Filter Change

(viewed from flywheel)

Intake in

Exhaust in

(litre) (3.8) (3.3)

(litre)

(mm)

-

Static in

(Full Separation and Engine Cold) (mm)

(82.55)

3.000 3.000

7.0 to

NA NA

Clockwise Clockwise

0.012 0.012

(0.30) (0.30)

0.01

(0.30) (0.30)

0.025 0.025 (0.64) (0.64)

0.020

(0.51

SERIES

(82.55)

(81

6)

1

2 0.01 2

)

7.0 to

(1

4.5)

Full

4.0

(3.8)

0.020

(0.51

Flow

1

)

3

Dimensions and Clearances

Redistribution or publication of this document by any means, is strictly prohibited.

All

clearances given at

parentheses) unless otherwise specified

DESCRIPTION

CYLINDER BLOCK

Cylinder Bore Honed Diameter Maximum Allowable

Taper

................................................................

Out-of-Round

Main Bearing Inside Diameter (Without bearing)

Main Bearing Inside Diameter (Installed)

Camshaft Bearing Bore (Bearing installed)

CRANKSHAFT

Main Bearing Journal Diameter Main Bearing Clearance Connecting Rod Journal Diameter Crankshaft End Play

CONNECTING

Large Bore Diameter (Without bearing installed

and rod bolts properly torqued) Connecting Rod Side Clearance Piston Pin Bushing Bore (Without bearing)

Piston Pin Bushing Bore with Bearing.

(Finished bore) Bearing to Crankshaft Clearance

Nodular Iron

Aluminum Rod

CAMSHAFT

Bearing Journal Diameter Bearing Clearance End Play

Camshaft Lift

PISTON

Clearance in Cylinder

Measure Piston Pin Bore

Ring

Top 1 Compression Ring

No

...............................................................

..........................................................

90"

to pin

Groove

.

Width

2

Compression Ring

3

Oil Control Ring

room

temperature

of

70°F

(21°C)

.

All

dimensions in inches (approximate millitnetre dimensions in

.

.........................................

.......................................................

........................

................................

..............................

.........................................

................................................

......................................

...................................................

ROD

......................................

........................................

.............................

......................................................

Rod

....................................................

......................................................

..............................................

.....................................................

0.10

inch below oil ring

...........................

........................................................

............................................

.............................................

...............................................

MINIMUM MAXIMUM

Inches

3.2490

2.1 87

2.0020

1.3760

1.9992

0.0025

1.6252

0.006

1.7505

0.0020

0.81

0.7504

0.0005

0.0020

1.3740

0.001

0.0030

0.0025

0.7502

0.0960

0.0955

0.188

(mm)

(82.525) 3.2500 (82.550)

(55.55)

(50.85) 2.0030 (50.88) (34.95) 1.3770 (34.98)

(50.78) 2.0000 (50.80)

(0.064)

(41.28) 1.6260 (41.30) (0.1 52)

(44.46)

(0.051) 0.0160

15

(20.61) 0.8125 * (20.64)

(19.05)

(0.013) 0.0023 (0.058) (0.051)

(34.90) (0.038)

5

(0.076)

(0.064)

(1 9.055)

(2.438)

(2.426) (4.775)

Inches

0.005

0.002 (0.051)

2.188 (55.58)

0.0038 (0.097)

0.01

1.7510

0.7508 (19.07)

0.0033

1.3745 (34.91)

0.0030 (0.076)

0.0120

0.300 (7.62)

0.0045

0.7506

0.0970 (2.464)

0.0965 (2.451)

0.189 (4.801)

2

(mm)

(0.1 27)

(0.305)

(44.48)

(0.406)

(0.084)

(0.305)

(0.1

14)

(1

9.065)

. .

*

4

1

Redistribution or publication of this document by any means, is strictly prohibited.

1

DESCRIPTION

PISTON PIN

Clearance in Piston Clearance in Connecting Rod Diameter

PISTON RINGS

Clearance

Top Groove

Ring End Gap

INTAKE VALVE

Stem Diameter Clearance (Stem to Guide) Valve Face Angle

INTAKE VALVE SEAT

Valve Seat Width Valve Seat Angle

€XHAUST VALVE

Stem Diameter Clearance (Stem to Guide) Valve Face Angle

EXHAUST VALVE SEAT

Seat Cylinder Head Bore Diameter Seat Outside Diameter Valve Seat Width Valve Seat Angle

VALVE GUIDE

Inside Diameter

TAPPET

Body Diameter Bore Diameter Clearance in Bore

VALVE SPRINGS INTAKE AND EXHAUST

Valve Spring Free Length (Approx.) Valve Spring Length

Valve Open

Valve Closed Spring Load Spring Load

GEAR BACKLASH

Timing Gear Oil Pump Gear

........................................................

@

I@

...............................................

......................................

....................................................

in

Cylinder

.........................................

...................................................

........................................

.................................................

...................................................

........................................

.................................................

..................................

............................................

.................................................

..................................................

...................................................

................................................

.................................

..................................

...................................................

1.375

inch

(Valve

1.125

inch (Valve Open)

Closed)

.............................

.....................................................

...................................................

.................

MINIMUM MAXIMUM

Inches

0.0002

0.7500

0.002

0.01

0.3425

0.001

(mm)

Thumb Push Fit

(0.005)

(1 9.05) 0.7502

(0.051)

0

(0.254)

(8.70) 0.3430

(0.025)

0

Inches

0.0007

0.008

0.020

0.0025

44"

0.031

0.3410

0.0025

1.1890

1.1920

0.031

0.344

0.7475

0.7505

0.001

38

71

0.002

(0.787) 0.047

(8.661) 0.3415

(0.064)

(30.20) (30.28) (0.787)

(8.74)

(1

8.99) 0.7480

(19.06)

5

(0.038)

1.662

1

.

125 (28.58)

1.375 (34.93)

ib

.

(17

kg)

Ib

(32

kg)

(0.051)

45"

44"

I

1

6"

0.7515

.

(42.21)

42

0.003

0.005

0.004

.

1900

.

I930

0.047

.

0.346

0.003

Ib

.

79

Ib

(mm)

(0.01 8) (19.06)

(0.203) (0.508)

(8.71)

(0.064)

(1. 194)

(8.674) (0.102)

(30.23) (30.30) (1.194)

(8.79)

(19.00) (19.09) (0.076)

(19

kg)

(36

kg)

(0.076) (0.127)

5

Assembly

Redistribution or publication of this document by any means, is strictly prohibited.

Torques

The torque values given in Table I have been deter-

mined for the specific applications. Standard torque values must not be used where those listed inTable1

apply. The engine assembly torques given here will assure proper tightness without danger of stripping

All

threads. new engine oil before torquing.

Check all studs, nuts, and capscrews, and tighten as

required to keep them from working loose. Refer to

PARTS

the

capscrews.

threads must be clean and lubricated with

MANUAL

for the location

of

washers and

TABLE

DESCRIPTION SPECIFICATION

Cylinder Head Capscrews Rear Bearing Plate.. Connecting

Iron Rod

Aluminum Rod

Flywheel Capscrew

Starter Mounting Bracket to

Oil Base Screws Gear Case Cover Oil Pump..

Intake Manifold Exhaust Manif Oil Base..

Rod

.................

o

..................

.........

Bolt

............

..........

...........

............

.............

Id ............

1.

....

TORQUE

E#

-1

k

I

..-LY.

29-31 20-25

27-29 24-26 35-40

25-35 10-13

7-9 15-20 14-17 43-48

Nm

(39-42) (27-34)

(37-39) (33-35) (48-54)

(34-47) (14-18) (10-12) (20-27) (1

9-23)

(58-65)

6

Special

The following special tools are available from Onan. For further information see

900-0079.

Valve Seat Driver Valve Guide Driver Oil Guide Combination Bearing Remover (Main and Cam) Combination Bearing Driver (Main and Cam) Flywheel Puller

and

Tools

TOOL CATALOG

Driver

6

.

Redistribution or publication of this document by any means, is strictly prohibited.

Engine

Troubleshooting

7

RCCK

Redistribution or publication of this document by any means, is strictly prohibited.

Installation

GENERAL

The type of installation can affect the life of the engine, the cost of operation and the frequency of

necessary service. Plan the installation carefully to

ensure the best performance. Due to the great variety of uses, for the engine, these

installation instructions are typical and general in nature. Use the installation recommendations given as a general guide, improvising or altering as necessary.

MOUNTING

There are several acceptable methods of mounting the engine. Among factors to be considered are: location, method of coupling the engine to the load, type

of

foundation or support, etc. The engineshould

be mounted level if possible. Maximum operation

angle is

sideways,

30'

front to rear

tilt.

If the

15'

engine will operate at an angle, besure to re-mark the oil level indicator to compensate for the

tilt.

VENT1 LATl ON

The engine must be provided with asupply of fresh air for radiator cooling and for combustion.

Open Air Installation:

engine is operated outside, ventilation usually is no

problem. However, in protecting the engine from the elements, be sure nothing obstructs the flow around the engine.

For installations where the

of

air

The fuel supply tank may be installed in any safe,

If

convenient location.

the tank is installed within the

engine enclosure, provide a vent line to theoutsideof

the enclosure. The top of the tank should be about

inches

than

4

(152

mm) below the carburetor, but not more

feet

(1.2

m) below the fuel pump.

The installation of a fuel filter between the fuel tank and the fuel pump is recommended. Any fuel filter should be fitted with a shutoff valve and should be easily accessible for cleaning.

WARNING

i

personal injury or death. Always use flexibk tubing between engine and the fuel supply to avoid line failure and leaks due to vibration. The fuel system must meet applicable codes.

Fuel leaks create fire and explosion hazards which might result in severe

CONNECT TO THE LOAD

The dimensions of various power take-off shafts are as follows:

SHAFT

Standard

Rockford Clutch

DIMENSIONS

1

DIAMETER LENGTH

1-1

I2

(38.10

mm)

1-711

6

(36.51

mm)

IN

2-314

(69.85

/2

3-1

(88.90

INCHES

rnm)

rnrn)

SIZE

(9.53

KEY

3/8

mm)

318

mm)

,

6

.

EXHAUST

Vent exhaust gas outside enclosure. Shield the line if

it

passes through a combustible wall or partition. If turns are necessary, use sweeping type (long radius) elbows. Increase one pipe size (from manifold outlet size) for each additional

Locate the outlet away from the engine air intake.

CARBURETOR

Proper engine efficiency depends upon a supply

fresh air to the carburetor. Under special conditions,

it

may be necessary to move the air cleaner off the

engine, using a longer connection hoseas necessary.

For extreme dust or dirt conditions, install a special

heavy duty air cleaner.

FUEL SYSTEM

The engine uses a mechanical type fuel pump which is mounted carburetor. to the carburetor.

on

A

rubber fuel line connects the fuel pump

10

feet

(3

m) in length.

Plan the exhaust system carefully. Exhaust gases are poisonous!

AIR

INTAKE

of

top of the engine, adjacent to the

8

Gear

Reduction

BELT IN TIGHTENED A/LER PULLEY

POSITION

-

LOAD

BELT IN LOOSENED

POSITION

PULLING LOAD

FIGURE

1-7/4

(31.75

rnm)

KEEP SHAFTS OF ENGINE

AND LOAD PARALLEL

KEEP PULLEYS ALIGNED

WITH EACH OTHER

PULLING

69.85

-

BRACKET

-

NOT

1.

DRIVE BELT INSTALLATION

BELT

2-3/4

rnm)

PULLEY

TO

OFF

1 I4

(6.35

KEEP

ENGINE

mrn)

Belt

Redistribution or publication of this document by any means, is strictly prohibited.

Drive:

V-belts are preferable to flat.belts. a reliable belting supplier for recommendations regarding size

required.

of

pulleys, number

A

typical belt drive installation is

Figure 1.

.

Comply with the following installation requirements:

1.

Shafts of engine

and

load must be parallel with

each other.

2. Pulleys of engine and load must be in alignment.

3. Mount engine pulleys as close to engine as possible.

4.

If installation permits, belts should run horizon-,

tally.

5.

Some method of disconnecting the load for

is

starting

recommended. If a clutch is not used, a

belt-tightener idler arrangement can be used.

Flexible Coupling:

If a flexible coupling engine-to-

load drive is used, the load shaft must be

‘centered with the eng-ine shaft, Figure 2..

ENGINE POWER

of

belts, etc.,

shown

in

.

FLEXIBLE

CorfsOTf

in.

line and

‘Install the clutch adapter, with drain slot downward

using two cap screws 3/8-16 x 2 inches on the

low&

and onecapscrew3/8-16~ 1-3/4inchesontheupper number

Install the 3/8-16. x ‘3-7/8‘inch stud .-through

2

cylinder side (Cylinder

nearer

~Iufck);

t&:

adapter into the engine block upper remaining hole. Use a lockwasher on each assembly screw. Use

a

flatwasher and a lockwasher under the stud nut. Install the crankshaft key. Remove the clutch set

screw. Install the clutch assembly (less housing) to the

crankshaft, driving it on carefully with a soft-faced hammer until set screw hole is aligned. Install set

screw to bottom in Crankshaft hole, then back it out

turn.

one full

Tighten clutch retaining screws until clutch is clamped securely to crankshaft. Lock the screws and tighten the set screw.

Smear grease over splined power take-off shaft. Position the clutch throw-out collar to align the grease fitting with the hole in the housing (number

1

‘cylinder side, horizontal). Pull the throw-out collar

outward to remove tension. Install the clutch housing

fork engages the throw-out collar. Be sure

so

that

the

clutch throw-out

the

serrated shaft is properly meshed with the clutch

plate. Use two cap screws 7/16-14 x

lower

and

onecapscrew7/1&14~1-3/4inchesonthe

2

inches on the

upper number 2 cylinder side. Install the stud washer and nut. Lubricate the two grease fittings just until grease appears.

FIGURE 2 FLEXIBLE COUPLING

Reduction Gear Drive:

mounted at the factory (when ordered). The method

of

connecting the load is the same as when connec-

ting directly

to

the engine shaft.

Clutch Installation: A Rockford clutch can be

stalled at the factory or in the field. Install the clutch

*

according Drill a 13/64 inch

to

the following instructions and Figure

(5.2

mm) hole (or filed slot) in the crankshaft for the clutch set screw. Locate center hole 11/32 inch

(9

mm) from the end and directly

opposite the keyway in the crankshaft.

Reduction gear drives are

in-

3.

of

9

f

A867

n

CRANKSHAFT STUB SHAFT

CLUTCH

ADAP‘IE

R

.FIGURE

KEYWAY

I

CLUTCH

ASSEMBLY

SET SCREW

3.

CLUTCH

DISCARD

3

CLUTCH

HOUSING

..

.

INSTALLATION

n

IIY

TAKE-OFF

SHAFT

BATTERY

Redistribution or publication of this document by any means, is strictly prohibited.

Electric

Connect the engine start switch terminal. Connect the battery

negative cable to the ground point base, Figure

CONNECTIONS

Starter)

12-volt

4.

battery positive cable to the

(Engines

on

the engine

with

oil

FIGURE

4.

BATTERY:

CONNECTIONS

10

RCCK

Redistribution or publication of this document by any means, is strictly prohibited.

Fuel

System

GENERAL

Satisfactory engine performance is largely aependent upon correct fuel system adjustments. However, adjustments cannot fully compensate for low engine

power due to wear, etc.

If

trouble develops, follow an

orderly procedure to determine the cause before

making any adjustment.

.-

Adjusting the carburetor is a means of obtaining the correct fuel-to-air mixture for smooth, efficient operation. Always adjust in two steps, first the load adjustment and then the idle adjustment.

GASOLINE CARBURETORS

Before adjusting the carburetor, be sure the ignition system is working properly and the governor is adjusted. Allow the engineto warm-up before starting carburetor adjustments.

If

carburetor is completely out run, open both valves starting. bend the needle.

Do

not force the needlevalves against theirseats.This can

Adjustments

1.

With

no

load, turn idle fuel adiustrnent out until

enginespeed dropsslightly below normal, Figure

5.

Then

turn

normal.

2.-Apply a full load to engine.

3.

Loosen packing nut and carefully turn main adjustment in until speed drops slightly below normal. Then turn needle out until speed returns to normal.

4.

Tighten packing nut.

.

_.

Alternate Method

1.

Start engine and allow it to warm up.

2.

Push in on governor mechanism to slow engine

down to about

of

to

adjustment

1-112

turns off their seats to permit

1

so

the engine will not

needle in until speed returns

(No

load adjustment possible)

,

400

to

500

rpm.

to

3.

Set idle fuel adjustment screw for even operation

so

engine is firing on both cylinders and running

smoothly.

4.

Release governor mechanism to allow engine

to accelerate. If engine accelerates evenly and without a lag, the main adjustment is correct. If not, adjust the needle outward about

1/2

turn and again slow down the engine and release the mechanism. Continue until the engine accelerates evenly and without a time lag after releasing the governor.

Loosen the packing

D

tighten the

ing main fuel adjustment and then

nut

to

a snug fit affer the adjustment has

been made. This procedure makes if easier

nut

before mak-

to

use the

carburetor adjusting fool and prevents fuel leaks

around the packing

nut.

Fuel leaks cause hard starting because the float level becomes lower than normal.

Cleaning and RepaicTo clean thecarburetor, soak all components thoroughly in a good carburetorcleaner following the cleaner manufacturer's instructions. Be sure all carbon is cleaned from the carburetor bore, especially in the area of the throttle valve. Blow out the passages with compressed air. If possible, avoid using wire to clean out the passages.

WARNING

I

Cleaning solutions fypically contain

strong chemicals fhaf may cause injury if used improperly. Read all warning labels before using.

Check the adjusting needles and nozzle for damage. If the float is loaded with fuel or damaged, replace The float should

fit

freely on its pin without binding. Invert the carburetor body and measure the float level, Figure6. If necessary, bend thesmall lipthatthe inlet valve rides on to adjust float level.

it.

FIGURE

5.

GASOLINE CARBURETOR

DIMENSION

SHOULD

I

/%"

A9,3

(3.2-4.8

FIGURE

BE

-

3/

16"

mm)

6.

CHECKING FLOAT LEVEL

AMBIENT

Redistribution or publication of this document by any means, is strictly prohibited.

CHOKE

864

OPENING

TEMP.

(OF)

(Inches)

OPEN I NG TEXT)

CHOKE

60 65

1/8

9/64.

70

5/32

75

80

85

11/64 3/16 13/64

G2

-G

-

90 95

7/32

15/64

LOOSEN THIS

SCREW

ROTATE THE

ENTIRE COVER

ASSEMBLY

100

1/4

.

AND

FIGURE

Sa.

THERMAL MAGNETIC CHOKE SEiTlNGS

Check the choke and throttleshaftsforexcessiveside play and replace if necessary.

THERMAL MAGNETIC CHOKE

This choke uses a heating element and a heat sensitive bimetal spring to open the choke. The choke solenoid, actuated during engine cranking only, closes the choke according to ambient temperature, Figure 6a.

If adjustment is required, use the following instructions. Choke bimetal spring must be at ambient temperature. Allow engine to cool at least one hour

before setting. Adjust choke by turning the choke

body, which engages a link connected to a bimetal choke spring.

CHOKE PLATE

Remove air cleaner and adapter to expose the

carburetor throat. Loosen the screw which secures the choke body. Rotate choke body clockwise to increase choke and counterclockwise to decrease choke action (leaner mixture). Refer to Figure 6a for correct choke setting according to ambient tempera-

ture. Use drill rod or shank of drill bit to measure

choke opening.

Disassembly and Repair:

If

choke will not heat properly, check for broken heater wire, high-resistance connections, or broken lead wires to the bimetal and heater assembly. With the element at room tempera-

ture, check the heater resistance with an ohmmeter.

30.6

to

37.4

The resistance should be about

12

volt system. If the heater

a

is

defective, replace it

with a new one. When the start button

ohms for

is

engaged, the solenoid should cause thespring-loaded armature to contact the solenoid core.

.

x

518

O.D.

x

VJ6")

RETAINING RIN

BIMETAL AND

HEATER

A076

ASSY

THERMO-MAGNETIC

CHOKE NUT

SOLENOID CORE

GROUND LEAD

FIGURE

6b.

SOLENOID 'COIL

GROUND

SHAKEPROOF WASHER

-WASHER

(5/16-

18")

>

THERMAL MAGNETIC CHOKE ASSEMBLY

12

TERMINAL

(24/64

ID.

x

9/16

O.D.

x

1/16")

If this does not occur, checkfor broken lead wires ora

Redistribution or publication of this document by any means, is strictly prohibited.

defective solenoid coil. There must be slack in the lead wires between the choke body and the bimetal

and heater assembly.

2.09

should be

to

When replacing

2.31

the

The

solenoid

ohms in a

cover

on

coil

resistance

12

volt system.

the

thermostat and heater assembly, be certain that the choke heater lead wires have been correctly installed in the choke

housing. Improper replacement

of

the lead wires can

cause the choke assembly to malfunction.

The wires enter the choke assembly through a small

A

notch that is cut in the edge of the housing.

cover holds the wires in place and prevents movement when tightened. When properly installed, the lead wires will hang freely under the bimetal coil when the choke is in either the open or closed position. The end of the heater wire sleeve should be located from

1/8

inch inside the choke housing to flush with the

inside wall.

When assembling the thermo-magnetic choke, the

bimetal and heater assembly is connected asfollows:

1.

Lead tagged G goes to ground terminal on coil solenoid.

2.

Lead tagged H goes to either

H1

terminal on sole-

noid core.

FUEL

A

reach the carburetor, check thefuel pump.

PUMP

diaphragm type fuel pump is used. If fuel does not

Todo

this, disconnect the fu.el line at the carburetor and, while cranking the engine slowly by hand, observewhether fuel cornesthrough theline. Besurethereisfuel in the tank. If the line is open and no fuel comes throug h, the

pump is defective. Failure of the pump is usually due to a leaking diaphragm valve or valve gasket, a weak or broken spring, or wear in the drive linkage. Oil diluted with gasoline may indicate a faulty

diaphragm. If the operator chooses to repair the

pump rather than install a new one, the use of a

is

complete repair kit

WARNING

=

sonal injury

or

recommended.

Fuel leakage is a fire and explosion hazard fbaf mighf cause severe per-

death.

Use

care when reassembling fuel pump. All parts must align perfectly or pump will leak fuel.

Fuel

Pump

Reconditioning

Remove fuel lines and mounting screws holding

1.

pump to engine, Figure 6c.

2.

Makea mark with afileacrossapointwhere upper and lower body join to assure proper reassembly. Remove four assembly screws and remove upper pump body.

3.

Turn upper pump body over and remove valve

retainer screws and washers. Remove valve retainer, valves, valve springs and valve gasket, noting their position. Discard valve springs,

valves and valve retainer gasket.

*

-

PARTS

INCLUDED

UPPERPUMPBODY

(NOT

.*DIAPHRAGM

*MOUNTING

DIAPHRAGM

ROCKER

FIGURE

4.

Clean pump body thoroughly with solvent and a fine wire brush.

5.

Holding upper pump body with diaphragm sur-

IN

REPAIR

SERVICEABLE)

*VALVE

GASKET

'LOWER

ARM

AND

ASSEMBLY

SIDE

LINK'^^

6c.

FUEL

.

KIT.

GASKET-Q~

GASKET

PUMP

ASSEMBLY

Q

i?

VALVE

RETAINER

*FUEL

ROD

PUMP

SPRING

face up, place new valve gasket into cavity. Assemble valve spring and valves in cavity.

Reassemble valve retainer. Lock in position by inserting and tightening valve retainer screws.

6.

Place upper pump body assembly in a clean place

and rebuild lower body.

7.

Holding lower body, press down on diaphragmto compress spring under it, then turn bracket unhook diaphragm

a.

Clean lower body with a solvent and a fine wire

so

it

can be removed.

brush. Replace fuel pump rod spring, diaphragm gasket,

9.

stand new spring in casting, position diaphragm,

90"

compress spring and turn

h

rag m.

d iap

10.

Hold

lower body, then place upper body on

to reconnect

(make sure that indicating marks are in line) and

DO

NOT

insert the four screws.

on

hand

lower body only, push pump leverto limit

TIGHTEN.

of its travel and hold in this position while tightening the four screws. This is important to

prevent stretching the diaphragm.

Mount fuel pump on engine, using new mounting

11.

gasket. Connect fuel lines.

CAGE

BODY

90"

to

it

With

13

ADJUSTABLE

Redistribution or publication of this document by any means, is strictly prohibited.

GOVERNOR

Where engine speed is governor controlled, the

governor is set at the factory to allow a nominal

engine speed of

(unless another speed

2400

is

ordered). Proper governor adjustment

at no-load operation

rprn

specified when the engine is

is

one of the

most important factors in maintaining the power and

speed desired from the engine, Figure 6d.

BALL JOINT

SPEED ADJUSTING NUT

(TIGHTEN NUT TO

INCREASE SPEED)

SE NSlT IVlTY

Linkage

Check the governor arm, linkage, throttle shaft and lever for a binding condition or excessive slack and

A

wear at connecting points. point will cause thegovernortoact slowly and regulation will be poor. Excessive looseness will cause a

hunting condition and regulation will beerratic. Work the arm back and forth several times by hand while the engine idles. Replace parts as needed.

The engine starts at wide open throttle. The length of the linkage connecting the goverorarm tothethrottle arm is adjusted by rotating the ball joint. Adjust length

so

with the engine stopped and tension on the governor spring, the carburetor throttle lever is wide open. This setting allows immediate control by the governor after starting and synchronizes travel of the governor arm and the throttle shaft.

binding condition at any

.

'

8416

FIGURE 6d. GOVERNOR ADJUSTMENT LINKAGE

Before making governor adjustment, run the engine

10

about

minutes to reach normal operating tempera-

ture. Be sure carburetor load and idle needles are

properly adjusted before checking or adjusting gov-

ernor system. For an accurategovernor adjustment,

a

reliable tachometer is required.

WARNING

n

or

deafh. Say clear ensure that profecfive shields and guards are in place and secured before operating machinery.

Confacf wifh rofafing machinery

mighf cause serious personal injury

of

rofating componenfs and

Speed

The speed at which the engine operates

mined by

Adjustment

the

tension applied to the governor spring.

is

deter-

Increasing spring tension increases engine speed. Decreasing spring tension decreases engine speed.

The no-load speed of the engine should be slightly

of

higher than the speed requirements

the connected

load. For example, if the connected load is to turn at

2310

rpm, set the no-load speed of the engine at

2400

about

rpm. Check speed with a tachometer. If a

speed adjustment is needed, turn the speed adjusting

nut in to increase the speed or out to decrease the speed, Figure 6d.

Sensitivity Adjustment

Theenginespeeddropfrom no loadtofull load must

100

be within load connected and again after connecting a fullrated load.

The sensitivity of the governor depends upon the

position of the arm end of the governor spring.

series of holes in the governor arm provides for

adjustment. To increase sensitivity, move the governor spring toward the governor shaft.

sensitivity, move the governor spring toward the

linkage end of the governor arm.

A

too-sensitive setting will result in a surging speed (hunting) condition, an alternate increase and decrease in engine speed. An opposite setting load and full-load conditions.

rpm. Check the engine speed with no-

To

decrease

will

result in too

much

speed variation between no-

A

If the following checks

tion, install a

new

fatigued with age.

do

not remedy erratic opera-

governor spring. Springs become

Always recheck the speed adjustment after a sensitivity adjustment. Increasing sensitivity will cause a slight decrease in speed and will require

increase in the governor spring tension.

14

a

slight

r-CCK

Redistribution or publication of this document by any means, is strictly prohibited.

Satisfactory engine performance is largely dependent upon correct fuel adjustments. However, adjust-

’

ments cannot fully compensate for low engine power due to wear, etc. If trouble develops, follow an orderly procedure to determine the cause before making any adjustment.

Adjusting the carburetor is a means of obtaining the correct fuel-to-air mixture for smooth, efficient operation. Always adjust in two steps, first the load adjustment and then the idle adjustment.

Before adjusting the carburetor, be sure the ignition system is working properly and the governor is adjusted. Allow the engine to warm-up before starting carburetor adjustments.

Fuel

System

CARBURETOR ADJUSTMENTS

(Spec

If carburetor engine will not run, open both needles 1 to 1-1/2 turns off their seats to permit starting. against their seats. This can bend the needle.

A-G)

is

completely out of adjustment

Do

not force needles

so

the

4.

Push in on governor mechanism to slow the unit to400 to tion running smoothly.

A

Zenith carburetor is used on Spec Carburetor adjustments are the same as the Spec A carburetor. The only difference is the location of

adjustment needles (Figure 7). The main-fuel ad-

justment needle

500

rpm. Set idle needle for even opera-

so

engine is firing on both cylinders and

B-G

(A)

is on the bottom of carburetor.

FUEL IDLE

/

THROTTLE

STOPSCREW4

ADJUSTMENT

THIS DISTANCE

1/32

AT NO LOAD

engines.

INCH

WARNING

n

death. Be sure deadly exhaust gas and away, building.

1.

Apply a full load to engine.

2.

Turn in load needle (Figure 7) until engine speed

drops.

returns to normal.

3.

Remove load from engine.

4. Turn idle needle slightly.Then turn needle in until speed returnsto

normal.

Alternate Method (No-Load adjustment possible)

1.

Start engine and allow

2. Push in on governor mechanism to slow the unit

,

down to about 400 to

3.

Release governor mechanism to allow theengine to accelerate. If engine accelerates evenly and without a lag, the load needle setting is correct. If not, adjust needle outward about again slow down the engine and release the mechanism. Continue until engine accelerates evenly and without a time lag after releasing

governor.

lnhalafion result

from

windows, doors

Then turn out needle until engine speed

of

exhausf gases mighf

in

serious personal injury

is

or

out

until engine speed drops

it

to warm up.

500

rpm.

or

piped outside

ofher inlets

1/2

turn and

fo

MAIN FUEL

ADJUSTMENT

FIGURE

MAIN

FUEL

ADJUSTMENT

A

SPEC

B-G

THROVLE STOP

SCREW

r

SPEC

A

7.

ADJUSTING SIDEDRAFT CARBURETOR

15

Throttle Stop Screw Setting

Redistribution or publication of this document by any means, is strictly prohibited.

Throttle stop screw is located on the throttle shaft

lever (side adjusted and set for 1/32 inch clearance over the manifold surface when the engine is running with no load. See Figure 7a.

of

carburetor by ignition coil).

STARTING POSITION IDLING POSITION

THROTTLE

,[

STOP

SCREW

nnv,

I

PLATE

FIGURE

LL

7a.

THROTTLE STOP SCREW

SETTHIS

AT

1/32

PLANT

AT NO LOAD

DISTANCE^

INCH WHEN

IS

RUNNING

It

must be

1

FIGURE

THIS DIMENSION

1/8

7c.

FLOAT LEVEL ADJUSTMENT SPEC

SHOULD BE

INCH

i

1/16 INCH

A

Float Adjustment

To check float level, Figure 7b Spec Spec A, remove the entire main fuel adjustment assembly from float bowl (unscrew large nut from float bowl. The proper level from float to bowl flange gasket is1/8inch with fuel floatweight on needleand spring. The float tab should just touch fuel inlet valve and not compress inlet valve spring. Adjust by bending tab on the float.

Do

not apply excessive pressure

B-G,

Figure 7c

fo

floaf valve.

BEND TAB

CARBURETOR

(Begin

Spec

ADJUSTMENTS

H)

The carburetor idle and main mixture screws were set

for maximum efficiency at the factory and should normally not be disturbed. If adjustments seem necessary, first besure the ignition system isworking properly and is not the source of the problem.

is

If adjustment

1.

Turn both mixture screws in until lightly seated

needed, proceed as follows:

(Figure7a), then back the idle mixture screw out

turn and the main mixturescrew out

1-1/4

turns.

Forcing fhemixfureadjusfmenf

screw fight will damage the needle and seat Turn in on/y unfil right fension can

be

felt

1

GASKET TAB CONTACTING

FIGURE

7b.

FLOAT LEVEL ADJUSTMENT SPEC B-G

OF

HEAD

FULL WEIGHT

COMPRESSING INLET

PIN, WITH

OF

FLOAT

VALVE SPRING.

16

MAINFUEL

ADJUSTMENT

FIGURE

2.

7d.

DOWNDRAFT CARBURETOR ADJUSTMENT

Start the engine and allow it to warm up thor-

oughly (at least

10

minutes).

FS-1002

3.

Redistribution or publication of this document by any means, is strictly prohibited.

Push

in on governor arm to slow engine down to

400

to

500

about

4,

Release

governor

rpm.

arm

allowing

engine

to

accel-

erate. If engine accelerates evenly and without hesitation, main fuel adjustment is correct. If it

screw

does not, turn the main adjustment

out in 1/8 turn increments until the engine accelerates smoothly, but do not turn it out morethan 1/2 turn

beyond the original setting.

5.

Push in

about

on

governor arm to slow engine down to

400-500

rpm. Turn the idle adjustment screw in until engine speed drops and then out until engine speed drops again. Over a narrow range between these two settings, engine speed

will

be at its maximum. Set the idle adjustment screw about 1/8 turn outward from the midpoint of this range.

Float

Adjustment

Turn carburetor and check float setting (see Figure 7e). The float should be a specific distance from the machined mating surface (without gasket). Bend the

level.

float

Bend the float arm as required to adjust

float drop.

When checking

not seam.

float level and float

drop,

measure

to

float body,

MINIMUM

FLOAT DROP

0.20

FUEL LEVEL

0.25 INCH

FIGURE

INCH

7e.

NO

FUEL

FLOAT

DROP

ADJUSTMENTS

FLOAT

ADJUSTMENT BEGIN

BEND

/

FLOAT ARM

HERETO ADJUST

SPEC

FS-1524

H

NEEDLE

AND SEAT

,

CARBU~ETOR

BODY

FLOAT LEVEL ADJUSTMENT

BEND FLOAT

TAB HERE

TO ADJUST

WALBRO

0.02

f

0.02

INCH

17

CARBURETOROVERHAUL

Redistribution or publication of this document by any means, is strictly prohibited.

Carburetion problems that are not corrected by mix-

ture or float adjustments are usually a result

of

gummed-up fuel passages or worn internal parts. The most effective solution is a complete carburetor overhaul.

In general, overhauling a carburetor consists of complete disassembly, a thorough cleaning, and replacement

of

worn parts. Carburetor repair kits are availa-

ble that supply new gaskets and replacements for

those parts most subject to wear.

General instructions for overhauling a carburetorare given below. Carefully note the position of all parts while removing to assure correct placement when reassembling. Read through all the instructions before beginning for a better understanding of the procedures involved. Carburetor components are

in

shown

Figures 8 and 8a.

THROTTLE

SHAFT

AND LEVER

THR

IDLE ADJUSTMENT

NEEDLE

A

-

B

a

THROlTLE PLATE

CHOKE

PLATE

T

Ignition

of

fuelmight cause serious

personal injury or death by fire or

explosion.

not permit

any

flame, cigareffe, or

Do

other igniter near the fuel system.

Removal and Disassembly

1.

Disconnect all lines, linkages, wires, and attaching nuts or bolts; then, remove the carburetor from the engine. (Downdraft carburetors may require removal of the intake manifold to disconnect.)

2.

Remove air cleaner adapter, if automatic choking assembly.

3.

Remove throttle and choke plate retaining screws,

Pull

then plates.

out throttle and choke shafts, being careful not to damage the teflon coating applied to some throttle shafts.

4.

Remove main and idle mixturescrew assemblies.

so

equipped, and

FIGURE

8.

DOWNDRAFT LUA CARBURETOR ASSEMBLY

Carefully note position

of

float assembly parts, then slide out retaining pin and remove the float assembly, any springs or clips, and the needle valve.

Unscrew and remove needle valve seat.

Cleaning and Repair

1.

Soak all metal components not replaced by repair

kit in carburetor cleaner. Do not soak non-metal

floats or other non-metal parts. Follow the cleaner

manufacturer's recommendations.

2.

Clean all carbon from the carburetor bore, especially where the throttle and choke plates seat. Be careful not to plug the idle or main fuel

ports.

On downdraft carburetors, remove attaching

5.

screws and separate upper and lower carburetor sections. On sidedraft models, unscrew the retain-

ing screw and remove fuel bowl from the upper

carburetor body.

18

3.

Blow out all passages with compressed air. Avoid using wire or other objects for cleaning that may

increase the size of critical passages.

CHOKE

Redistribution or publication of this document by any means, is strictly prohibited.

IDLE

SHAFT

ADJUSTMENT NEEDLE

Bo

-SFLOAT

Yl

AXLE

ll!$

FLOAT

4.

SPRING

FLOAT

ASS

EM

B

LY

BOWL

FUEL

FIGURE

8a

Check the condition of any needle valve not included in repair kit and replace if damaged (Figure 8b). Replace float if loaded with fuel damaged.

5.

Checkthechokeand throttleshafts forexcessive play in their bore, and replace if necessary.

6.

Replace old components with new parts included in repair kit.

FIGURE 8b. MIXTURE NEEDLE INSPECTION

Reassembly and Installation

1.

Install needle valve and seat, fuel bowl gasket,

and float assembly. Make sure that all clips and

springs are properly placed and that the float

moves freely without binding. Check float level

Float

and adjust as necessary (see

Level

ment).

HROTTLE PLATE

POSITION

MAIN JET

ADJUSTMENT

SIDEDRAFT CARBURETOR ASSEMBLY

AFTER INSTALLATION

2.

Rejoin upper and lower carburetor sections on downdraft carburetors

or

carburetor body on sidedraft models.

.

WARNING

n

severe personal injury or death. Use ;are when reassembling carburetor. perfectly or carburetor will leak fuel.

Adjust-

The float spring on Zenith sidedrafl carburetors rides on the inner face spring when reinstalling the bowl (Figure Sa).

3.

Slide in throttle shaft and install throttle plate,

using new screws if furnished in repair kit. Before

tightening the screws, the plate must be centered

in the bore. screw as necessary and completely close the throttle lever. Seat the plate by tapping with small screwdriver, then tighten screws. Install the choke shaft and plate in the same manner.

4.

Install main and idle mixture screw assemblies.

Turn in screws until lightly seated and then out

the number of turns specified.

needle andseat. Turn in only untillight tension felt.

5.

Reinstall carburetor on engine and connect fuel lines, linkages, and wires.

6.

Reset mixture screws according

given earlier in this section. Install air cleaner

adapter, where used, and air cleaner.

of

the fuel bowl. Be sure to catch the end

To

OF

I

SPRING

POSITION

NDER TANG ON

-

fuel bowl and upper

HOOK

Fuelleakageis a fireandexplosion hazard that miahf cause

All

parts must align

do

so,

back

off

the throttle stop

Forcing the mixture adjustment screws tight will damage the

to

directions

of

the

is

19

FUEL

Redistribution or publication of this document by any means, is strictly prohibited.

Test the fuel pump by checking the pump outlet pressure. Use the following procedure.

A

indicates a weak or broken diaphragm or diaphragm spring, worn linkage or leaky check valves. If pressure is above maximum, the pump diaphragm tight or the diaphragm (or plunger) return spring too strong. Any of the above conditions are cause for repair or replacement

PUMP

1.

Remove the fuel line from the pump outlet and install a pressure gauge.

2. Press the START switch and hold it for several seconds until pressure reading is constant.

3. Pressure reading should be 2-112 to 3-1/4 psi

(17.2 to 22.4 kPa). If the retension is good, pressure should stay constant or drop

slowly.

low pressure reading with little or no pressure drop

TEST

of

the pump.

off

very

is

the

too

is

PUMP

FS-1487

FIGURE

ASSEMBLY

I

9.

REMOVAL

81

a]

%

OF

MAGNET AND

PLUNGER

1

GASKET

1

FILTER

"0"

RING

WASHER

COVER

SEAL

ELECTRIC FUEL

The Facet and Bendix pumps incorporate a hollow

stainless steel plunger in a brass cylinder. The plunger has no gland or seal, but is freely fitted. The fluid being pumped provides the seal by filling the small clearance between the plunger and cylinder. Energiz-

ing the pump's electric solenoid pulls the plunger downward, compressing the return spring. When the solenoid is de-energized, the return spring drives the plunger back, delivering fuel to the pump outlet.

Onan supplied electric pumps. The output pressure

is much higher and can cause carburetor flooding or fuel leakage, creating a fire hazard.

Fuel

Pump

Service of the Facet pump is limited to the bottom cover, filter, plunger tube, and plunger assembly.

parts

of

a gas atmosphere and are not serviceable. If electrical failure occurs, replace the pump.

Repair

the electric system are hermetically sealed

Lzz2

the side of the pump as it retains the dry gas which surrounds the electrical system. Electrical system components are not serviceable.

Use the following procedure for servicing the pump:

1.

Using a5/8-inch wrench, loosen, the pump cover, then remove by hand.

2.

Remove ure 9).

the

PUMP

DO

not substitute automotive type

electric fuel pumps for sfandard

All

in

Do not tamper with the seal at the center of the mounting bracket on

filter, magnet and cover gasket (Fig-

FS-1486

FIGURE

Using a thin nose pliers, remove the retainer

3.

spring from the plungertube. Removethewasher,

O-ring seal, cup valve, plunger spring and plunger

from tube (Figure sa). Wash all parts (except gasket and seal) in parts

4.

cleaning solvent, Blow out solvent and dirt with

low pressure compressed air. Slosh the pump assembly in cleaning solvent, blow dry and swab the inside of the plungertube with a cloth wrapped around astick. If the plunger does not wash clean

or has rough spots, gently clean the surface with crocus cloth.

serious personnel injury if used improperly. Fol-

low the manufacturer's recommendations when

cleaning parts.

Insert plunger in tube, buffer spring end first.

5.

Check fit by slowly sliding the plunger back and forth in the tube. tendency tostick. If aclick cannot be heard as the

plunger

internal pump assembly is not functioning properly and the pump should be replaced.

Install plunger spring, cup valve, O-ring seal and

6.

washer. Compress the spring and install the

retainer with ends in the side holes of the tube. Check cover gasket and replace if deteriorated.

7.

Place cover gasket and magnet in the bottom cover and install filter and cover assembly on pump. Twist cover on by hand and tighten

securely with a 5/8-inch wrench.

9a.

REMOVAL

is

slid from one end

OF

Most parts cleaning solvents are flammable

It

should move fully without any

PLUNGER ASSEMBLY

and

could cause

to

the other, the

20

MECHANICAL

Redistribution or publication of this document by any means, is strictly prohibited.

(Spec

A

A-E)

diaphragm type fuel pump is used. If fuel does not

FUEL

PUMP

reach carburetor, check the fuel pump. Be sure there

If

is fuel in the tank.

line is open and no fuel comes through, pump isdefective. Failureof pump isusually due to a leaking diaphragm valve or valve gasket, a

weak or broken spring, or wear in the drive linkage. Oil diluted with gasoline may indicate a faulty diaphragm.

Removal

1.

Remove the fuel inlet and outlet lines from the pump.

2.

Remove the two capscrews holding the pump to the engine.

3.

Remove the pump, spacer (if used) and gasket from the engine and discard the gasket.

Installation

1.

Remove all gasket material from mounting faces and spacer (if used). Apply oil-resistant sealer to both sides of the gasket(s) and to the threads

of

the attaching capscrews.

2.

Place the gasket (and spacer if used) on the mounting face of the pump. Slide the mounting capscrews through the pump and gasket (and

spacer) to prevent the gasket from slipping out of

place.

3.

Lightly place the pump in position on the engine, making sure the rocker arm is riding on the camshaft lobe. Start both capscrews and check for proper gasket placement. Alternately torque cap-

screws to specifications.

4.

Connect the fuel inlet and outlet lines.

5.

Operate the engine and check for leaks.

Repair

Repair kits are available that provide replacement parts for the pump which are most subject to wear. Use all parts included in the repair kit. Proceed as

follows:

1.

After the pump is removed from the engine, scribealineon the flangesofthe upperand lower pump bodies to assure correct positioning when reassembling.

2.

Remove the securing screws and separate the upper and lower pump bodies.

3.

Detach the valve cage retainer from the pump

upper body. Noting their position, remove the valve and cage assemblies and their gasketsfrom the retainer (Figure 9b).

VALVE.GASKET-

VALVE

CAGE

RETAINER

DIAPHRAGM ASSEMBLY

MOUNTING GASKET

LOWER

SIDE

LOWER

APHRAGMGASK PHRAGM RETURN

ROCKER ARM

ROCKER ARM LIN

FIGURE

4.

Detach the pump diaphragm by pressing its metal base into the pump body and turning

9b.

EXPLODED VIEW

OF

PUMP

it

1/4

(Figure 9b).

5.

The rocker arm return spring can normally be removed without removal of the rocker arm from the pump body. Use a small screwdriver or tweezers to compress the spring and tip it rocker arm catch. When installing the new spring,

it

make sure

is properly placed before remount-

ing the pump.

6.

Clean in solvent all pump parts that will not be replaced and allow to

7.

Install the new valve and cage assemblies and

dry.

their gaskets in the retainer. Be sure the assem-

blies are in proper position and fullyseated. Rein-

in

stall the retainer and assemblies

the pump

upper body.

8.

To

install the new pump diaphragm, turn the pump lower body upside-down and place the diaphragm and spring in the body. Pressthe base of the diaphragm up into the body of the pump

1/4

and turn

9.

Install new rocker arm return spring. Check for

turn.

proper spring placement.

turn.

off

the

21

10.

Redistribution or publication of this document by any means, is strictly prohibited.

Place the upper and lower bodies of the pump

the

together with

four securing screws, making sure they do not chew into the diaphragm fabric. Leavethe screws

2

Or 3 turns loose.

11

Operate the rocker arm several times to flex the new diaphragm. While holding the rocker arm fully flexed, tighten the body screws.

scribe marks aligned. Start the

FUEL FILTER

Electric pumps incorporate a filter within the casing of the pump (Figure loa). Use

off

twist element. If the filter is dirty, replace it along with the cover gasket.

the bottom

(Begin

of

fq

I",?

Spec

the pump and remove

a

z

F)

a

5/8

inch wrench to

the

filter

Failure

fully

bodies together will result in excessive pump

pressure and possible engine flooding or pump

diaphragm failure.

FUEL FILTER

Periodic maintenance should consist of cleaning the fuel filter, flame arrestor, carburetor, and complete carburetor adjustment.

Remove fuel sediment bowl, empty, clean, and dry

(Figure

particles. When replacing the sediment bowl, besure screen and gasket are in place.

10).

(Spec

Remove screen and clean any trapped

to

flex the rocker arm

while tightening the pump

A-E)

FIGURE

LECTRIC

GASKET

FUEL

-

BENDIX AND FACET ELECTRIC PUMP FILTER

loa.

FS-1488

FIGURE

10.

FUEL FILTER

AUTOMATIC

Automatic chokes may occasionally require

ment to provide the best fuel-to-air mixture for the existing temperatureconditions. Several adjustments may be necessary

the engine cool to ambient air temperature between each adjustment.

If theenginestarts, runsforafew minutes, then stops,

the choke mixture may be starts, but runs warmed up, the choke mixture may be

CHOKES

to

arrive at the correct setting. Let

lean.

If the engine

too

rich.

too

rough

and is sluggish once

22

adjust-

it

has

AMBIENT

Redistribution or publication of this document by any means, is strictly prohibited.

TEMP.

(OF)

60

65

70

75

80

85

90

95

100

CHOKE

864

OPENING

CHOKE

(Inches)

OPENING

FIGURE

11.

Thermo-Magnetic Chokes (Spec

1/8

THERMO-MAGNETIC CHOKE

A-G)

9/64

Thermo-magnetic chokes have a strip-type heating

element attached directly to a bi-metal coil (Figure

11

a). As the element heats, the coil twists and gradu-

ally opens the choke valve. An electromagnetic sole-

in

noid pulls the coil

tighter during engine starting to increase the choking effect. The coil is calibrated to provide the correct choke setting under various temperature conditions.

Adjustment Adjustment of the choke setting must be

cold.

Do

made with the engine

not attempt adjust-

ment until the engine has been shut down for at least

11

and

11

an hour. Refer to Figures

a and proceed as

follows:

5/32

11/64

SETTINGS

1.

Loosen the screw which secures the choke body

3/16 r3/64 7/32

-

YI

-G

AND

GZ-

ADJUSTMENTS

15/64

LOOSEN

SCRW

ROTATE

ENTIRE COVER

ASSEMBLY

assern bly.

2.

Rotate the choke body until the correct choke

11,

setting is attained. Figure

lists the correct set-

tings for various temperature conditions.

3.

Start the engine and observe its operation. Slight

of

readjustment

the choke setting may be neces-

sary for best engine operation.

4-

Retighten the securing screw when adjustment

has

been completed.

THIS

AND

THE

1/4

THERMO-MAGNETIC

A876

CHOKE

FIGURE

NUT

lla.

THERMO-MAGNETIC

(5/16-

23

‘

-WASHER

18”)

>

CHOKE ASSEMBLY

(24/64

I.D.

x

9/16

O.D.

x

1/16

”)

Repair:

Redistribution or publication of this document by any means, is strictly prohibited.

broken heater wire, high-resistance connections, or broken lead wires to the bi-metal and heater assem-

bly. With the element at room temperature, check the heater resistance with an ohmmeter. The resistance should be about 30.6 to 37.4 ohms for a 12 volt system. If the heater is defective, replace one. When the start button is engaged, the solenoid should cause the spring-loaded armature to contact

the solenoid core.

If this does not occur, check for broken lead wiresora

defective solenoid coil. There must be slack in the

lead wires between the choke body and the bi-metal

and heater assembly. The solenoid coil resistance should be 2.09 to 2.31 ohms in a 12 volt system.

When replacing the cover on the thermostat and

heater assembly, be certain that the choke heater lead wires have been correctly installed in the choke housing. Improper replacement of the lead wires can

cause the choke assembly to malfunction.

The wires enter the choke assembly through a small

notch that is cut in the edge

holds the wires in place and prevents movement when tightened. When properly installed, the lead wires will hang freely underthe bi-metal coil when the choke is in either the open or closed position. The end of the heater wire sleeve should be located from

1/8

'

inside wall. When assembling the thermomagnetic choke, the

bi-metal and heater assembly is connected as follows:

1. Lead tagged

2. Lead tagged

If choke will not heat properly, check for

it

with a new

of

the housing. A cover

inch inside the choke housing to flush with

G

goes to ground terminal on coil

solenoid noid core.

.

H

goes to either

H1

terminal on sole-

the

ELECTRIC CHOKE

The choke consists

heating element. The bi-metal coil connects to the choke shaft and holds the choke plate nearly closed

when the engine is cold. As theenginestarts, current is supplied to the electric

heating element in the choke cover. Heat from the element causes the bi-metal coil to twist. The twisting action of the coil turns the choke valve shaft and gradually opens the valve. Heat from the element keeps the choke open while the engine is running.

'

WARNlNG

-

serious burns

cover while the engine

If

the engine starts but runs roughly and blows out

black smoke after a minute or two of operation, the choke is set too rich. If the engine starts but sputters or stops before it warms up, the choke is set too lean.

Adjustment:

Loosen the two mounting screws and rotate the choke cover until the correct setting is attained. Check the setting by starting the engine and observing its operation. Be sure to retighten the mounting

screws after adjustment

TABLE

Table 2 lists average choke settings.

2.

of

a bi-metal coil and an electric

The choke cover gets very hot

ing normal operation and can cause

if

touched.

Do

not touch the choke

is

operating.

(See

Figure 12).

CHOKE SPECIFICATIONS

'

dur-

CATCH

OUTER

OF

COIL

IN

COVER

END

IN

SLOT

TAB

MOUNTING

THIS

WAY

FOR

RICHER

MIXTURE

SCREWS

INSERT

OF

COIL

IN

'

FOR

LEANER

MIXTURE

INNER

IN SLOT

SHAFT

A

i

FIGURE

END

FS

LOOSEN

SCREWS

ROTATE

ENTIRE

ASSEMBLY

12.

L

I

1484

THESE

AND

THE

COVER

ELECTRIC CHOKE ADJUSTMENT

AVERAGE

AMBIENT TEMP

40"

4.4O

70'

21°C

CHOKE

24

F

c

F

PLATE

CHOKE

SETTING

I

CHOKE OPENING

I

7/32 to 9/32 inch

5.6 to

I

11/32 to 13/32 inch

8.9

L

MEASURE

HERE

7.1

rnm

to 10.4 mm

CHOKE

I

I I

SETTING

Repair:

Redistribution or publication of this document by any means, is strictly prohibited.

the heating element is working. If cover should become hot after a few minutes

engine operation. check for current at the cover terminal. The engine must be running. Trace down any opens or shorts.

Remove the choke cover to inspect the heating element and or broken. The bi-metal coil must not be damaged, dragging in the housing, directed spiral.

When installing a new coil, maintain the original direction

Besurethe coil setssquarely in the housing not bind. Coil should not touch inside body.

If

the choke fails

coil.

Seethat the element

of

spiral inward from the fastening screw.

..

If

to

operate, check to see

it

the

cover

does

is

or

have an improperly

is, the choke

not get

not burned out

so

of

if

of

hot,

itwill

choke

.

25

FIXED

Redistribution or publication of this document by any means, is strictly prohibited.

SPEED

GOVERNOR

Before making governor adjustment, run, the engine

10

about

minutes to reach normal operating tempera-

ture. Be sure carburetor load and idle needles are

properly adjusted before checking or adjusting gov-

ernor system. For an accurate governor adjustment, a

reliable tachometer is required.

Confacf

with

rotating machinery

mighf cause serious personal injury

of

or death. Sfay clear ensure

fhaf

protective shields andguards are

rofafing components and

in

place

and secured before operafing machinery.

THROTTLE

STOP SCREW

r

THIS DISTANCE

AT

1/32

NO LOAD

INCH

Besureto clean, check, and lubricategoveror linkage

(steel ball joints) before making any adjustments. Binding in the linkage joints can cause erratic opera-

tion. Some early models used plastic ball joints which

require no lubrication. If the following checks do not remedy erratic opera-

tion, install a new governor spring. Springs become fatigued with age.

Governor and vacuum booster control engine speed

13).

(Figure

Rated speed and voltage appear

nameplate. On

30

divided by

equals frequency.

a

4

pole generator engine speed

INTERNAL SPRING

BRACKET

VACUUM BOOSTER

on

.

CARBURETOR

THROTTLE ARM

THIS

DISTANCE

DETERMINES

SENSITIVITY

CARBURETOR

THROTTLE ARM

CARBURETOR

THROTTLE

GOVERNOR LINKAGE

RING BRACKET

ADJUSTING STUD

JOINT

FIGURE

ADJUSTMENT

13.

GOVERNOR AND GOVERNOR ADJUSTMENTS

26

Thus,

Redistribution or publication of this document by any means, is strictly prohibited.

1800

rprn gives

rprn gives a

50

hertz frequency.

60

hertz frequency, and

Preferred speed varies approximately 3 hertz from no-load to full-load operation. Be sure throttle, linkage, and governor mechanism operate smoothly.

Linkage

The engine starts at wide open throttle. Length of

*

linkage connecting governor arm to throttle arm is adjusted by rotating the ball joint. Adjust length that with engine stopped and with tension on governor spring, the stop screw on carburetor throttle lever is 1/32 inch from the stop pin. This setting allows immediate control by the governor after starting, and synchronizes travel of governor arm and throttle shaft. See Figure 13.

Speed Adjustment

Start engine and allow to warm up without load.

1.

1500

so

Vacuum-Booster

1.

After sensitivity adjustment, connect booster ex-

Adjustment

ternal spring to slide on governor link (Figure 13a).

2.

With engine running at no-load, move adjustable

is

slide to point where there

no tension on spring.

3. Apply full-rated load to engine.

4.

If

speed increases more than at no-load, lessen

internal spring tension of the booster. To change tension, pull out spring bracket and move the pin toadifferent hole (Figure 13a). If speed decreases when load is applied, increase internal spring tension of the booster.

VACUUM

BOOSTER

WARNING

n

injury

or

death. Be sure deadly exhaust gas is

Inhalation

of

exhaust gases

might result in serious personal

piped outside and away from windows, other inlefs to building.

2.

Remove vacuum booster external spring from bracket slide on the governor link (Figure 13).

Refer to voltage and speed charts. If needed,

3.

increase speed by increasing tension on the governor spring. Decrease tension on the governor spring to reduce speed.

Add a full-rated load to the engine and compare

4.

lower speed and voltage with those shown in the

charts. If operation does not remain within these

limits, check governor linkage and governor spring, and, if necessary, follow preceding procedure again.

Check and, if necessary, adjust governor sensitiv-

5.

ity (see

Sensitivity

Adjustment).

Sensitivity Adjustment

1.

Start engine and allow to warm up.

2.

Check voltage and speed, first without load and then with a full load. See voltage and speed charts.

3.

Increasesensitivity (closer regulation) by shifting adjusting clip toward governor shaft (Figure 13). Move clip away from governor shaft to decrease

sensitivity.

Too

much sensitivity causes engine

ity

results in

full-load conditions.

4.

A change in sensitivity adjustment usually re-

too

much speed difference between no-load and

quires a compensating speed adjustment (spring tension). Then proceed to vacuum booster adjustment.

to

hunt.Toolittlesensitiv-

doors

or

EXTERNAL

SPRING

FIGURE 13a. VACUUM BOOSTER

SPEED

CHART FOR

CHECKING GOVERNOR REGULATION

60

I

HERTZ

1890

63

1770

59

AC GENERATING SETS

Maximum No-Load Speed

RPM Frequency

Minimum Full-Load

(Without Booster)

RPM

Frequency

(Hz)

Speed

(Hz)

VOLTAGE CHART FOR

CHECKING GOVERNOR REGULATION

120 VOLT

AC GENERATING

Maximum No-Load Volts Minimum Full-Load

(Without Booster)

SETS

Volts

(1 PH .2

(1

OR

1201240 V

PH.

3

W)

126

110

W)

I

50

HERTZ

1560

1490

240

(1

PH.

240

(3

PH.

,

52

49

VOLT

2W)

OR

VOLT

3W)

252

220

27

Ignition

Redistribution or publication of this document by any means, is strictly prohibited.

System

The engine

is

equipped with an automotive type battery ignition system. Both spark plugs fire simultaneously, thus the need for a distributor is eliminated.

The major components of the ignition system are: the

spark plugs, coil, breaker points and condenser. The MCCK ignition system is shielded to prevent radio interference.

IGNITION

COIL

To test primary and secondary windings within the

ignition coil proceed as follows:

VOM

1. Use a Simpson 260

2.

Place black lead on ground (-)terminal of coil and red lead to positive

or equivalent.

(+)

terminal. Primary resist-

ance should read:

RCCK 3.87-4.73 ohms MCCK

3.

Change resistance setting on ohmmeter. Place

1

.OO--1.10 ohms.

ohmmeter leads inside of spark plug cable holes

(Figure 14). Secondary resistance should read:

RCCK 12,600-15,400 ohms MCCK 10,800-13,200 ohms.

c

OHMMETER

Removetwo mounting screws

3.

out

of

box just far enough

removed. See Figure

15.

(A)

and pull points

so

screw B can be

Replace points with a

new set but do not completely tighten mounting

screws

4.

Rotate crankshaft clockwise (facing flywheel) by

(A).

hand until points are fully open. Turn screw until point gap measures 0.020 inch (0.51 mm)

with a flat thickness gauge.

lighten mounting screws and recheck gap.

5.

Proceed to

6.

Each time new breaker points are installed, placea drop on the breaker

PLACE DROP

REFERENCE MARK)’ ’LOOSEN SCREWS

AP-.P_ROXIMATE TIMING

lgnition

arm

WHENEVER NEW POINTS ARE

FOR

---

Timing.

pivot.

OF

OIL ON PIVOT POINT

INSTALLED.

-AND

20

SHIFT

ADVAVCE

OR--

BOX-

(C)

of

*

oil

FIGURE 14. TESTING IGNITION COIL

4. If any of the above conditions are not met, replace coil. Refer to number.

BREAKER

POINTS

The timing is adjusted during initial engine assembly and is fixed bythe point gap adjustment. maximum engine efficiency, change the breaker points every

1.

Remove two screws and cover on breaker box.

2.

Remove both spark plugsso engine can beeasily

200

rotated by hand. within last

100

after setting breaker points.

PARTS CATALOG

for correct part

To

maintain

hours of operation.

If

plugs have not been changed

hours, replacethem with new ones

FIGURE

15.

IGNITION TIMING

Ignition Timing - Engine Running

Always check timing after replacing ignition points or if noticing poor engine performance. Proceed as

follows:

1.

To

check ignition timing accurately, use a timing light when engine is running. Connect timing light according to manufacturer’s instructions. Either spark plug can be used as they fire simul-

taneously.

28

2.

Redistribution or publication of this document by any means, is strictly prohibited.

Place a white chalk or paint mark on flywheel mark.

3.

Start engine and check timing. The TC on flywheel should line

up

with correct timing mark

(20'BTC).

4.

If timing needs adjustment, loosen breaker box

left

mountings screws and move

to advance or

right to retard timing (when facing rear of engine).

5.

Be sure mark on flywheel lines up with correct

timing mark.

6.

Replace breaker

box

cover and any other hard-

ware removed.

Ignition Timing - Engine Not Running

1.

Connect a continuity test lamp set across ignition

breaker points. Touch one test prod to breaker

box

terminal to which the coil lead is connected

to

and touch other test prod engine.

2.

Turn crankshaft against rotation (counterclock-

wise) until points close. Then slowly turn crank-

shaft with rotation (clockwise).

a good ground on

TC

3.

Lamp should

go

out just

as

points open

and ignition occurs. Timing marks should align.

4.

If

timing needs adjustment, loosen mounting

screws on breaker

to

or right

retard timing (when facing rear of

box

and move left to advance

engine).

SPARK

Check, and regap spark plugs every

operation (Figure

signs

PLUGS

16).

Replacespark plugs that show

of

fouling or electrode erosion.

FIGURE

16.

SPARK PLUG GAP

100

(20"

hours

BTC)

of

29

Battery

Redistribution or publication of this document by any means, is strictly prohibited.

Charging

BATTERYCARE

Check battery cells with a hydrometer. The specific gravity reading should be approximately 1.260 at 77°F (25OC).

If

one or more cells are low on water, add distilled water and recharge. Keep the battery case clean and dry. An accumulation of moisture will lead to a more

rapid discharge and battery failure. Keep the battery terminals clean and tight. Push the

cable terminal down flush with or slightly below the

top of the battery post. After making connections,

coat the terminals with a light application of petroleum jelly or grease to retard corrosion.

Poor contact at the battery cable connections trouble. Make sure battery cables are in good condition and that contacting surfaces are clean and tightly connected. reverse battery leads. Use recommended battery tools when dis-

connecting leads to avoid mechanical battery damage.

WARNING

i

Do

not smoke while servicing batteries.

Ignition might cause severe personal iniury.

of

explosive battery gases

is

oflen a source

Do

of

not

BATTERY CHARGING, ALTERNATORS

The flywheel alternator is a permanent magnet alter-

nator and uses

for controlling output. Figures

asolid-state voltage

regulator-rectifier

17

and

18.

System

Weak ignition spark or a discharged battery indicate

in

trouble charging system, always check the battery for serviceability.

Keep these points in mind when testing

the flywheel alternator:

1.

2.

3.

4.

Charging system tests require a

15

AMP FLYWHEEL ALTERNATOR

SYSTEM

The stator and is used on

17.

the charging system. But before testing the

or

Be sure output control plug (connector)

serted properly. The plug must bottom in recept-

acle-eliminates any resistance due to a poor connection. Keep clean and tight.

Make sure alternator stator leads are not shorted

together.

Be sure regulator-rectifier output control has a

good ground connection. Mating surface for

mounting must be clean and fasteners tightened

properly. Never reverse the battery leads.

fully

charged battery.

15

amp system has

two

white wires coming from

3600

rpm engines.

servicing

See

Figure

is

'

in-

VOLTAGE

REGULATO

RECTIFIER

PRESSED INTO

FLYWHEEL

(NOT REMOVABLE)

TOR

FIGURE

17.

15

AMP

30

MOUNTED BEHIND

BLOWER WHEEL

BATTERY

TO

SYSTEM

MOUNTED ON

CYLINDER COVER

\

REGULATOR MUST

THROUGH MOUNTING BOLTS

CAUTION:

BE

GROUNDED

AC

VR1

VOLT

REG

RECT

B+

AC

ES-1332

TESTING PHELON

Redistribution or publication of this document by any means, is strictly prohibited.

15

AMP

SYSTEM

BASIC TEST PROCEDURE

1. Battery

2. Regulator

3.

Alternator Stator and Wiring

4.

Alternator and Wiring

I

20

AMP FLYWHEEL ALTERNATOR

Battery Voltage - unit not running. Battery Voltage after unit is running

5

minutes.

3 to

Ohmmeter reading from stator output, unit not running. Check at plug.

Measure AC open circuit stator voltage with unit running. Measure between two 28 VAC minimum stator leads with plug disconnected and

unit running

I

. - ..

..

SYSTEM

The

20

amp flywheel alternator systems use a separ-

ate regulator and a separate rectifier. Figure 18.

black wires and one red wire come from the stator

assern bly.

Two

at

approximately 3600 rpm.

..

TEST VALUES

12 VDC

14.7

13.6 to

VDC

__

-

O.l-l,to rO.19-Ohms

65

VAC maximum

I

1

FIGURE

18.

20

31

AMP

ALTERNATOR STATOR

MOUNTED BEHIND BLOWER WHEEL

RECTIFIER

ASS€

MB LY ASSEMBLY

,

\

SYSTEM

TO TERMINAL

CONNECTOR

,

*

pMToR

TESTING

Redistribution or publication of this document by any means, is strictly prohibited.

For tesfing this system, use a voltmeter-ohmmeter such alternator problems with individual test procedures following.

ALTERNATOR

as

a

Simpson

270.

Listed below are various

TESTING

To

check for proper voltage regulation, attach a voltmeter to battery and operate engine at approximately

the present factory setting (14.2 to

REGULATOR

I800

rpm. Battery voltage will climb to

ASSEMBLY

14.8

volts).

DC

.

No

Output

Examine 1ead.wires for loose or broken connections at

the regutator and rectifier. Use the

ohmmeter for detecting opens connect the three wires that come from alternator stator (two black, one red). Connect ohmmeter test

to

leads

The ohmmeter reading should be about 2.0-ohms.

See Figure 18.

Next connect meter Approximately 0.1-ohm should be read from either black lead ground and black leads, stator assembly should be replaced.

-

Stator Assembly

Rxl

scale on the

in

the stator. Dis-

red leadwire and ground to check continuity.

to

black leadwires and ground.

to

ground. If noconnection existsbetween'

Checking Rectifier Assembly

Examine each of the two diodes for breakdown by connecting. ohmmeter (Rxl scale) to one black lead and to the white lead. Meter should read 10-ohms proper polarity. A shorted diode would readzero resistance and would cause a short circuit through the

lead winding when in operation. An open diode would read infinite in both directions, indicating that replacement is necessary.

in

Some installations may vary due to voltage drop ammeter harnesses. Other variations may stem from a connector in the harness or loose or corroded battery voltage readings at the battery mean poor battery connections.

To

test regulator, remove connector. Using the

Rx10,OOO scale of the ohmmeter, connect one meter lead to red leadwire arid other meter lead to regulator base. See Figure 18. on the ohmmeter meter

to

black leadwire and base of regulator. Meter

will

deflect fuily

the other.

Full

Charge

Check for broken leads at connection to regulator

plates.

To

be sure regulator winding operates proper-

ly,

connect red lead to ground and start engine. maximum indicate stator winding is satisfactory. regulator.

No

If

alternator does not charge when load battery, shut off engine and disconnect one red leadwire from regulator terminal. Be sure lead is taped or isolated from conducting engine

again, start engine. Alternator should charge output; if it doesn't, replace stator assembly.

of

Charge

4

No

deflection should be noted

in

either polarity. Next connect

in

one polarity, with no deflection in

-

Will

Not Regulate

amperes should be noted. This would

in

the length

leads.

If

so,

replace

is

applied to

parts.

loose

LOW

Once

to

full

of

A

Battery voltaye - unit

I

Battery voltage with

AC

voltage from stator with plug disconnected and

unit running at approximately 1800 Ohmmeter reading at plug when checking two AC

stator leads

-

48

VAC

**

-

Resistance values (Ohms) are as follows between wire pairs.

-

unit not running.

maximum at

3600

TESTING

TEST

not

running.

unit

running at

rpm, Red

to

Ground.

20

1800

rpm.

AMP

rpm

32

SYSTEM

or

more.

1

14.2

23

VAC

.

Black to Black

0.5

Black to Black

VALUE

12 Volts

-

14.8

to 0.7-Ohms"

DC

Volts

minimum'

DC

'

I

Oil

Redistribution or publication of this document by any means, is strictly prohibited.

System

*

The engine has pressure lubrication to all working parts. The oil system includes:

I

NOT

the pump registers

trol bypass valve.

Circumferential grooves in the main bearings supply oil to the connecting rod bearings through drilled passages from each main journal.

A

supply to the front camshaft bearing. The flyball governor camshaft journal.

Oil intake cup Gear type oil pump

Oil

pressure gauge

Oil passages to deliver oil throughout.

engine

Oil

filter (if used)

Crankcase pressure could

I-)

check oil while the engine

The

oil

pump is located on the front surface

crankcase and is driven by the crank gear. The inlet

pipeand screen assembly attach directlytothe pump

body. Figure crankcase. Parallel passages distributeoil to the front

main bearing, rear main bearing, and pressure con-

drilled passage connects the front main bearing oil

is

hot oil and cause serious

is

operating.

19.

A

discharge passage in the cover of

with

a drilled passage in the

lubricated byadrilled passage in thefront

blow

burns.

of

out

Do

the

Normal oil pressure should be higher when the engine isatoperating temperature. pressure drops below

speed, inspect the oil system for faulty components.

30

psi

30

psi

(207

kPa) at governed

kPa) or

__

OIL

PUMP

INTAKE

ON

LEFT

SIDE

+

OIL

PUMP

ASSEMBLY;

FIGURE

OIL

BYPASS

The by-pass valve (located to the right and behind gear cover), controls oil pressure by allowing excess

flow

oil to the valve begins to open about

19.

OIL

PRESSURE

VALVE

directly back to the crankcase. Normally

CU

PUMP

30

ASSEMBLY

psi

(207

kPa).

If

The

oil

overflow from the bypass valve furnishes

lubrication to the camshaft drive gears.

FIGURE

20.

OIL

PRESSURE

The valve is non-adjustable and normally needs

maintenance.

oil

pressure is caused by a sticky plunger inspect as

f

01

lows:

1.

Remove gear cover and under governor arm.

2.

Remove spring end plunger with a magnet tool. Clean plunger and spring with and install.

To

determine if abnormal (high or low)

3/8

x

24

x

3/4

cap screw located behind

a

suitable solvent

33

no

CRANKCASE BREATHER RCCK

Redistribution or publication of this document by any means, is strictly prohibited.

AND

MCCK (Begin Spec

B)

CRANKCASEBREATHERMCCK

A

(Spec

Only)

These engines areequipped with a crankcase breath-

er for maintaining crankcase vacuum. Clean the crankcase breather cap and valve assembly and the

breather tube baffle in a suitable solvent every

operational hours.

To

remove breather cap and valve

300

assembly, remove breather hose clamp and breather

tube

clamp. See Figure

21.

SREATHER

HOSE

.AMF

Lift off rubber breather cap. Carefully pry valve from cap. Otherwise, press hard with both of your thumbs on top of cap and keep fingers below to release valve from rubber cap. Wash this fabric, flapper-type check

Dry

valve in a suitable solvent. perforated disc.toward engine. See Figure

BREATHERTUBE

CAP'

FLAPPER

VALVE

ASSEMBLY

125i

and install. Position

22.

BREATHER.

UBE BAFFLE

1

FIGURE

21.

CRANKCASE BREATHER

34

FIGURE

22.

CRANKCASE BREATHER MCCK SPEC A ONLY

RCCK

Redistribution or publication of this document by any means, is strictly prohibited.

Cooling

System

DESCRIPTION

.C

The RCCK cooling system is a closed system which uses an engine mounted pump to draw and circulate coolant through the engine and radiator.

'

Water from the radiator enters the pump located on

the front

cylinder jacket and of the cylinder heads to the radiator. The waterflow controlled by thermostats. For engine warm-up, with

thermostats closed, a by-pass between the cylinder

heads allows water flow.

0ftheengine.Thepumpdelivers

it

flows through thejacket'and out

MAINTENANCE

Cooling system maintenance includes periodic inspection for leaks, and flushing and cleaning.

FLUSHING

The cooling system must be kept clean to function properly. Scale reduces heat transfer and restricts water flow. Flush the system at least once a year and more often if operation indicates clogged passages, pump wear, or overheating.

To

flush the engine, remove both thermostats, Figure

23. Attach a flushing gun nozzle to the thermostat opening and fill the block with water; then apply air pressure. Repeatthe process until watercoming from

the block is clean.

waterto the

is

CLEANING

To

clean the cooling system, drain and

radiator cleaner. When chemical cleaning is done, always flush the cooling system to wash out deposits loosened by the chemical cleaning. Flush the engine water jacket as previously discussed. When flushing is completed, check the system thoroughlyfor leaks.

fill

with

REPAIR

When making cooling system repairs, use Permatex

or

other thread-sealing compound on all threaded

connections. All water lines should be 1/2 inch

diameter or larger. Long runs

larger inside diameter to reduce resistance.

Water

MCCK

Thermostats: A thermostat is located on the top of each cylinder head. Replace thermostats that are

damaged from corrosion or other causes.

Check opening and closing by placing the thermostat and a thermometer in heated water. The thermostat should start to open at at

removed from hot water. Replace the thermostat if does not operate properly.

Pump:

COOLING

202'

F (94OC).

Refer to centrifugal pump repair in

SYSTEM

It

should close immediately when

for repair procedures.

175"

F

(70'

(13

mm) inside

of

pipe or hose need a

C)

and be full yopen

it

FIGURE

23.

THERMOSTAT REMOVAL

High

Water Temperature Cut-off Switch: This nor-

mally closed switch (Figure

temperature in the engine cooling jacket. The switch

opens, breaking the circuit to the coil primary when

the water temperature reaches about

and closes when the temperature drops below 190'

(88'C).

FIGURE

24.

HIGH

WATER TEMPERATURE SWITCH

24)

senses water

230"

TEMPERATURE

SWITCH

35

F

(11

'

0"

C)

F

MCCK

Redistribution or publication of this document by any means, is strictly prohibited.

Cooling

System

DESCR I PTI 0 N

The MCCK cooling system is a pressure type system which uses an engine mounted rubber impeller pump to draw and circulate raw water throughout the system.

In open type cooling systems, water enters the pump located on the front right side of engine. The pump delivers water to the cylinder jacket. Water flows

through the jacket and out openings in cylinder

heads controlled by thermostats.' For engine warmup, with thermostats closed, a by-pass from the cylinder block to the thermostat allows water flow. From thermostat, water passes through the water-

cooled exhaust manifold and out engine cooling system.

MAINTENANCE

Cooling system maintenance includes periodic inspection for leaks, inspection of the rubber pump impeller, and flushing and cleaning.

WARNING

n

Confacf

in serious burns.

wifh

hof

coolanf

Do

not bleed

mighf

result

hot,

pressurized coolant from a closed cooling sysfem.

The rubber impeller, because of continuous flexing,

will, in time, need replacement. If impeller fails after short service (usually under'500 hours), check for possible defects, such as severe pitting or abrasion

the

caused by dirt in

Cooling system MUST be kept clean to function properly. Scale reduces heat transfer and restricts

water flow. Flush system at least once a year and

more often if operation indicates clogged passages, pump wear, or overheating.

To flush engine, remove the thermostats, Figure and the water pump cover. Partially restrict pump

so

opening a flushing gun nozzle to thermostat opening and fill

block with water; then apply air pressure. Repeat the process until water coming from the block is clean.

the cylinder block fills with water. Attach

cooling system.

25

TESTING

Cooling system can be tested for two abnormal con-

(1)

ditions:

1.

To

capacity at the water outlet. Run engine until the thermostat opens and then measure the length of time necessary to fill the tank. From this, obtain the flow flow is below

and inspect passages and water linesforclogging.

insufficient water flow and

measure water flow, install a tank of known

in

gallons per minute

3.5

GPM, check pump operation

(2)

air leaks.

(GPM).

If water

THERMOSTAT

As888

FIGURE

2.

Air leaks will cause premature impeller failure.To test for air leaks, insert the cooling system outlet

into a tank of water and watch for bubbles while engine is operating. If bubbles appear, inspect cooling system thoroughly to find the source.

25.

@-DRAIN

THERMOSTAT

PLUG

REMOVAL

REPAIR

When making cooling system repairs, use Permatex or other thread-sealing compound on all threaded

connections.

All

water lines should be diameter. Long runs of pipe or hose need a larger inside diameter to reduce resistance.

1/2

inch or larger inside

THERMOSTATS

Thermostats are located on the

head. These are connected by tubing to the watercooled manifold. Replace all thermostats that are damaged (from corrosion or other causes). See Fig-

25.

ure Check opening and closing by placing thethermostat

and a thermometer in a water bath. The thermostat should start

165OF:

from hot water. Replace the thermostat if operate properly.

to

open at

It should close immediately when removed

145OF

top

of each cylinder

and be fully open at

it

does not

"

.

36

HIGH

Redistribution or publication of this document by any means, is strictly prohibited.

CUT-OFF

This

ture in the engine cooling jacket. The switch opens, breaking the circuit water temperature reaches approximately 200° F and

'

closes when the temperaure drops below approximately

WATER

This pump is a positive displacement, neoprene

impeller type, used to pump raw water through the

cooling system.

Disassembly

WATER

TEMPERATURE

SWITCH

normally

160"

closed

F.

switch

to

senses

the coil primary when the

water

PUMP

(Pump

1.

Remove the pump end plate screws, end plate, and gasket as shown in Figure

2.

Pull out neoprene impeller with a pair (Step b).

3.

If further disassembly hoses and removethe two capscrews holding the pump to the engine (Step c). engine.

4.

Loosen the set screw on the side of the pump and

tap

it

lightly to free the cam from the pump body.

Lift out cam and wear plate (Step d).

5.

Remove the retaining ring (using a screwdriver)

as shown in Step e and slide the seat assembly

(O-ring and ceramic seal) off the pump shaft.

6.

Pry the bellows assembly out of the pump body by inserting ascrewdriverthrough the drain slots

f).

(Step

7.

Drive the shaft and bearing assembly out of the pump body using a bearing driver or press. The bearing is press fit on the shaft and comes off in one integral part.

131-0165)

26

is

required, disconnect the

Lift

ternpera-

(Step a).

of

pump from

pliers

Assembly

Inspect the pump housing for wear, rough surfaces,

or

pitting and replace if any of these conditions exist.

Replace any other

ings, seals, or impeller and use a new end plate

gasket.

1.

Apply sealing compound to thesealing lip around

the edge of the bellows seal. Place the bellows seal in the pump body and drive

9)

2.

Apply a small amount of Loctite or eqivalent on the outside surface

3.

Place the bearing and shaft assembly in the pump bore and drive into place (Step i). Strike outer race only

bearing.

4.

Lubricate both sides of the seat assembly (ceramic seal and O-ring) with lubricating oil and slide assembly over pump shaft.Theceramic por-

tion of the seat assembly should contact the bel-

lows. Compress the seat assembly against the bellows and at the same time push the retaining ring into its groove on the pump shaft.

5.

Place wear plate and cam lines up with tank on cam (Step

housing with screw.

6.

Align the flat spot in the center of the impeller

with the flat spot on the pump shaft. Bend back the impeller blades nearest the cam and push the impeller onto the shaft. coating of installing.

7.

Install the pump end plate using a new gasket and tighten end plate screws to Nm).

8.

Install pump on engine (Step k) and attach hoses.

-

(Pump

131-0165)

worn

components

of

the bearing (Step h).

to

avoid damage to pump shaft and

so

Do

not remove the factory

oil

from the new impeller before

such

it

into place(Step

notch in wear plate

j).

Fasten cam to

15-1

7

in-lb

as

bear-

(1.7-1.9

37

BEARING AND GASKET

Redistribution or publication of this document by any means, is strictly prohibited.

SHAFT ASSEMBLY

PUMP BODY

END

PLATE ASSEMBLY ASSEMBLY

d.

a

SCREW

RETAINING

e.

I

RING

/

WEAR

PLATE

/

1

CAM

IMPELLER

826&

/

8260-8

FIGURE

26.

PUMP

38

131-0165

Disassembly

Redistribution or publication of this document by any means, is strictly prohibited.

1.

Disconnect all hoses and remove the pump from

(Pump

131-0257)

the engine.

2.

Loosen the pulley set screw and remove the pulley from the pump shaft.

3.

,

.

Remove the impeller housing screws, impeller housing, and gasket.

4.

Pull the impeller out of the impeller housing.

5.

Remove the wear plate from the pump housing, using a screwdriver to pry loose the plate if necessary.

6.

Remove the external retaining ring from the impeller end of the water pump shaft.

7. Remove the two piece seal assembly. The spring portion of the seal is removed first. The second portion of the seal can be loosened and removed with a screwdriver or needle-nose pliers.

8.

Remove the internal retaining ring from the drive pulley end of the pump housing.

9.

Carefully drive out the shaft and bearing assem-

bly from the impeller end of the housing.

10.

Remove the slinger from the water pump shaft.

Assembly

(Pump

131-0257)

Inspect the impeller housing for wear, rough surfaces, or pitting and replace if any of these conditions

exist. Replace any other worn components such as

bearings, seals, or impeller and use a new impeller

housing gasket.

1.

Install

the

new slinger on the water pump shaft.

2.

Install the ceramic part assembly

in

the pump housing. The rubber side

of

the two piece seal

of the seal should be toward the bearings.

3.

Coat the inside of the water pump housing and

the outside of the ball bearing races with grease.

4.

Insert the water pump shaft into the pump housing, and install the internal retaining ring in the

drive pulley end of the housing.

5.

Install the spring portion of the two piece seal on

the pump shaft and secure in place with the

external retaining ring.

6.

Install the wear plate

so

that the notch in the plate

fits into the machining in the pump housing.

7.

Coat the inside of the impeller housing with grease.

8.

Install the impeller in the impeller housing by

twisting it clockwise while pushing it into place.

9.

While holding the gasket in place against the

pump housing, install the impeller housingsecur-

it

with four screws removed during disas-

ing

sembly.

10.

Mount the pump on the engine and attach the hoses.

11.

Align the pump drive pulley with the crankshaft drive pulley and tighten the set screw.

IMPELLER HOUSING GASKET

WEAR PLATE

IMPELLER

I

\

SEAL ASSEMBLY

FIGURE

BEARINGS AND

27.

PUMP

39

PUMP HOUSING

SHAFT

RING

131-0257

AND

Redistribution or publication of this document by any means, is strictly prohibited.

BEARING

FIGURE 28. CENTRIFUGAL PUMP 132-0110

Disassembly (Centrifugal

1.

Remove the water inlet fitting, drive belt pulley,

Pump 132-01

10)

cover screws, and pump cover gasket.

2.

Unscrew the threaded impeller from the pump shaft by turning the impeller in a counterclockwise direction when facing impeller.

3.

Slide the seal seat, wear face, and bellows as-

semblyofftheshaft. Loosentheclampscrew and

off

slide the pump body

4.

Remove the bearing lock ring and drive the shaft

the pedestal.

and bearing assembly out of the pedestal. The

bearing is press fit on the shaft and comes

off

in

one integral part. The bearing is packed with a

lifelong lubricant and is sealed at each end.

Assembly

(Pump 132-0110)

Replace all worn components such as bearings, seals, wear face, and impeller and use a new cover gasket. Assembly sequence is the reverse of the dis-

assembly procedure.

HEAT

EXCHANGER

Closed-type cooling systems are commonly referred

to as fresh water cooling or heat exchanger cooling.

is

Water circulated throuah the enaine

water, hot water, etc. fiater circilated through

called fresh

the

heat exchanger only is called raw water, sea water, cold water, discharged water, etc. This system with

an anti-freeze coolant is recommended where freez-

ing coditions exist, or where the owner wants to pre-

vent the possibility of salt water or rust problems.

The closed water system continually recirculates captive water through the waterjacket, exhaust manifold, centrifugal pump, and one side of the heat exchanger. Figure29 shows a typical heat exchanger.

Do

nof use the exisfing neoprene

impeller waferpump in fhe hof wafer side of the cooling system. Heat or soluble oil (in many rust inhibitors and anti-freezes) will damage the impeller. Instead, connect the neoprene impeller

pump on the cold wafer side. Use a metal impeller,

cenfrifugal-type wafer pump (Onan equal) in ihe fresh wafer side. See Figure

732-07

28.

70

or

FRESH WATER

MAN

I

FOLD

E

FLAT WASHER

(WHEN

USED)

SALT WATER

TO

HEAT

EXCHANGER

PUMP

FIGURE

Maintenance: Maintain the closed

Same

as

an

Clean and flush

there

is

danger

closed

Cleaning:

water

To

29.

HEAT EXCHANGER

water

system the

automotive

Once

of

freezing.

radiator

a

year and

Use

cooling

use

a rust

system.

anti-freeze

inhibitor

in

the

system.

clean the closed system, drain and fill with radiator Cleaner. When chemical Cleaning done, always flush the cooling system to wash out

deposits loosened by the chemical cleaning.

Flush

the engine water jacket

cussed. First remove

the

water outlet hose from the

as

previously

dis-

engine water jacket to the heat exchanger. Flush both the open and closed water system sides of the heat exchanger. Remove the rubber impeller pump cover to flush theopen system.

exhaust manifold. When flushing

Also

flush thewater-cooled

is

completed, check

the system thoroughly for leaks.

if

iS

.

40

Starting

Redistribution or publication of this document by any means, is strictly prohibited.

’

STARTER

A

solenoid-shift starter is shown in Figure

the starter button is pushed, battery current ener-

’

gizes the start solenoid. The solenoid causes an arm to push the starter pinion into the flywheel ring gear. Simultaneously, the start solenoid contacts close and allow the starter motor to start turning. The starter remainsengaged until thestart button is released. An

.

overrunning clutch protects the starter from damage before it can be disengaged from the flywheel.

Beginning with Spec engines

CLUTCH

SHIFT

is

the gear drive starter shown in Figure 30a.

ARM

SOLENOID

System

H,

the starter motor on MCCK

START

30.

After

BUTTON

STARTING MOTOR

FIGURE 30a. GEAR-DRIVE STARTER

Maintenance

For proper cranking-motor operation with a min-

imum of trouble, a periodic maintenance procedure should be followed. Periodic lubrication, inspection of the brushes, and commutator as described in this

section will insure long cranking motor life. Periodic disassembly (see for a thorough overhaul is recommended as a safeguard against accumulations of dust, grease, and parts wear.

Lubricate all oil-type bearings with light engine oil and bushings should be given afewdrops of light oil.

Lubricate the cranking motor drives with afew drops

of light engine oil.

Disassembly)

(SAE

20).

of

the cranking motor

8

to

10

drops

All

oil-less type bearings

of

-

FIGURE 30.

The gear drive is mounted on a shaft which extends from the starter motor. When not running, the drive

pinion gear is retracted soit clears the flywheel ring

gear. When starting, a spiral spring through increasing speed forces the drive pinion to engage the flywheel ring gear. The pinion and flywheel ring gear teeth have beveled ends that ensure their engaging

*

properly.

b

SOLENOID-SHIFT

Starter motors are not designed

continuous operation.

30

ate more than ate starter more fhan

secondsper

70

seconds in a stall condition engine will not rotate. Serious damage could result these time limits are exceeded.

ON

STARTER cranking ability

for

Do

not oper-

cycle.

Do

not oper-

if

Never

The commutator can be cleaned by using number sandpaper. Never use emery cloth. If the commutator is out cranking motor. Turn the commutator down on lathe being careful to remove onlyenough material to

true up the commutator and remove high mica.

It

is not necessaryto undercut micaon

Replace worn brushes. If brushes wear rapidly, check

for excessive brush spring tension and roughness or

high mica on the commutator.

Solenoid

Periodically inspect solenoid and shift lever to make sure they are operating properly. Keep the solenoid shift lever free of dirt and excess grease.

41

oil

the commutator. Oil

of

the motor.

of

round or has high mica, remove

on

the commutator reduces the

startermotorcommutators.

Shift

it

from the

00

a

The overrunning clutch is packed in a special high

Redistribution or publication of this document by any means, is strictly prohibited.

melting point grease and after its initial assembly, needs no further lubrication. This clutch prevents the

engine from turning the starter motor at too high a

Do

speed once it is started.

not subject the overrun-, ning clutch to grease dissolving or high temperature cleaning methods. This may cause the clutch to lose some or all of its grease.

move back aslight amount againstthe pressureof the

driving spring. The longitudinal movement permits the pinion to turn farther and enter the flywheel ring gear.

It is important the correct length of drive spring be used when

making replacements. The length of the drive spring controls the

longitudinal movement

unmeshing of the pinion and flywheel ring gear).

of

the bendix pinion (meshing and

’

If the pinion does not turn freely in the clutch in the

overrunning direction, or the clutch tends to slip in

A

the opposite direction, replace the assembly.

worn clutch indicated by excessive looseness of the pinion req u

i

res replacement.

Never attempt to repair or relubricate a defective clutch.

Pinion Clearance

The pinion clearance is adjusted by increasing or decreasing the fiber washer thickness at the mounting surface of the shift solenoid.

More washers decrease the clearance while less washers increase

the pinion clearance.

The clearance between the pinion and the housing should be

pinion is in the cranking position, Figure 30b.

Drive

The teeth of the drive pinion are chamfered on only one side and specially rounded and polished to make the automatic meshing with the flywheel ring gear

more efficient. The drive

ends of the pinion teeth meetend toend with the ring gear teeth (keep in mind that the drive is freely

mounted on the drive shaft), the drive assembly can

0.02

Pinion

to

0.08

inch

is

(0.5

to 2 mm) when the

designed

so

that if the

Keep the drive shaft free of rust, burrs or bendsso the

it.

A

drive can move freely along

damaged pinion

necessitates the replacement of the assembly.

Onan recommends replacement of faulty gear drive assemblies and provides no further service information concerning their

For

repair.

your starter motor.

further repair information, contact the manufacturer

of

Disassembly

1.

Remove all wires to the starting unit. Tag each

wire

so

it

can be reconnected as originally.

2.

Remove the solenoid (where applicable).

3.

Remove the starter motor thru-bolts and divide

the starter into three main assemblies- the front

bracket, the housing, and the rear bracket. On

some model starters, short screws are used to

hold the three starter sections together (Figure

31).The spacers on the solenoid starters are used for adjustment of the thrust gap of the armature shaft and are located between the rear bracket and the commutator shaft.

On the solenoid shift models, the steel spacing washer is on

the commutator side.

4

flm

STARTING

PINION

MOTOR

GEAR

SHOULD

0.02

to

FIGURE

BE BEMlEEN

0.08

INCH

30b.

PINION

CLEARANCES

42

(GEAR

DRIVE)

(0.7”

FEELER

-

.12”

SEETEXT)

GAUGE

CLEARANCE

.

4.

Redistribution or publication of this document by any means, is strictly prohibited.

Solenoid

FIGURE

Starter

31.

SOLENOID

THROUGH

SHIFT

STARTER

Only:

The armature can now be

BOLTS

ASSEMBLY

removed from the front bracket. Be careful not to

the

miss thesmall steel washer used in

end

armatureshaft. Removetheshift leveratthesame

is

time the armature

removed. The spring holder,

lever springs, and retainer can be removed prior

to removing the lever (Figure 31a).

5.

Solenoid Starter Only:

Remove

the

ring afterdriv-

ing the pinion stopper toward the pinion gear, using a cylindrical tool (Figure overrunning clutch and the pinion stopper

32).

Remove the

at

the

same time.

6.

Gear Drive Starter

Only:

The entire assembly is mounted on the armature shaft. When disassembling the starter, pay particular attention to the

various parts and their positioning in the starter assembly (Figure

33).

If the gears of the pinion are damaged, replace the entire pinion. Inspect the screw shaft for rust and burrs.

7.

Remove the brushes from the brushholder and inspect them (inspection

of

the

springs discussed later).

8.

Remove the pole shoes, if necessary, by rernov-

of

brushes and brush

ing the flathead machine screws which anchor

them to the frame.

FRONT BRACKET

ASSEMBLY

SHIFT

LEVER SPRING

I

HOLDER

rI

OVERRUNNING

CLUTCH

FIGURE

SOLENOID-SWITCH

ASS E MB LY

ARMATURE SPACERS

31a.

SOLENOID

SHIFT

ASSEMBLY

-1

"z

STARTER.

COILS

FIELD

BRLISH

MRU-BOLTS

i

FIGURE

32.

TOOL

FOR DRIVING PINION STOPPER

43

INTERMEDIATE

BEARING PINION HOUSING

1

COVER BAND

33.

FIGURE

GEAR DRIVE STARTER

ELECTRIC STARTER INSPECTION AND

Redistribution or publication of this document by any means, is strictly prohibited.

TROUBLESHOOTING

Testing the Armature for Shorts: Place the armature

in the growler and hold a thin steel blade parallel to

it,

the core and just above armature in the growler (Figure ture causes the blade to vibrate and move toward the

A

core.

shorted armature must be replaced.

while slowly rotating the

34).

A

shorted arma-

Testing the Armature for Open Circuit: The most

common place for an open circuit is at the commutator riser bars. inspect conductors for loose connections at points where they are joined to the commutator bars.

Testing Commutator Runout: Place the commutator on a test bench and check runoutwith adial indicator

(Figure 36). When commutator runout exceeds

0.004

inch, reface the commutator.

d

,

FIGURE

34.

TEST FOR SHORTED ARMATURE FIGURE

Testing Armature for Grounds: Touch armatureshaft

or core and the end of each commutator bar with pair

of

ohmmeter leads (Figure 35). If the ohmmeter

reading is low,

it

indicates a grounded armature.

a

Replace a grounded armature.

FIGURE

35.

TEST

FOR GROUNDED ARMATURE

36.

CHECKING COMMUTATOR RUNOUT

Testing Armature Shaft Runout: The armature shaft

A

as well as the commutator may be checked.

bent

armature can often be straightened, but if the shaft is

worn a new armature is required (Figure

FIGURE

37.

CHECKING ARMATURE SHAFT RUNOUT

37).

Testing Field Coils for Grounds: After unsoldering the shunt field coil wire, place one test prod on the connector and the other on a clean spot on the frame.

If

the ohmmeter indicates continuity, the fields are

grounded either at the connector or

in

the windings

(Figure 37a).

4

44

.28"

Redistribution or publication of this document by any means, is strictly prohibited.

RCCK MCCK

FIGURE 39. BRUSH WEAR LIMITS

ONE PROD

LEAD. ONE PROD ON FRAME.

FIGURE 37a. FIELD COIL GROUND TEST

Testing Field Coilsfor Open Circuits:

ON

FIELD COIL

Place one prod on the connector and the other on a clean spot on the brushholder (Figure 38). If continuity is good, the

field coil is good. Check all brushholders in the same

manner.

Inspection

for

Brush Spring Tension:

Measure brush spring tension with a tension meter (Figure 39a). Push the brush into its holder and take the reading just as the brush slightly projects from the brushholder. On a new brush thespring tension should be

RCCK

49 to 59 ounces (1.37-1.65 kPa) for

engines and 29 to 38 ounces (0.81 to 1.06 kPa) for MCCK engines.

FIGURE 39a. MEASURING BRUSH SPRING TENSION

Assembly:

Reassembly is much

the

reverse

of

disassembly procedure. Follow these precautions and procedures:

1.

Cleanall

partscarefullywithadryclothandcom-

pressed air if available.

FIGURE

inspection

ONE PROD

ONE PROD ON BRUSH HOLDER.

of

ON

FIELD COIL LEAD

SHOULD

38.

Brushes:

LIGHT.

TEST FOR OPEN FIELD COIL

When brushes are worn more

than 0.3 inch, replace them. Figure39shows the wear

limit.

See that the brushes move smoothly

brushholders.

in

the

45

Do

not

immerse bearing equip-

ped parts in cleaning fluid.

Clean wifh a brush dipped in mineral spirits.

Donof clean overrunning clufch

in solvenf

or

liquid cleaning

solufion. Washing the clufch will cause the grease

to

leak

out.

2.

Apply20 weightoil to

armatureshaftandsplines.

Use grease sparingly on solenoid starter shift

of

lever pin, joint

and spacing washers at end

3.

Use spacing washers to adjust armature end play

of

0.004

to

4.

When assembling starter to engine oil base, do

shift lever and plunger, plunger

of

the shaft.

0.020

inch (0.102 to 0.508 mm).

not draw the mounting bolts up tight. The gears should have 0.004 to0.007 inch backlash. Tap the starter in or out from the oil base to adjust. Then

30

tighten starter mounting bolts to

ft.-lb.

Nm).

(41

Engine

Redistribution or publication of this document by any means, is strictly prohibited.

Disasse.mbly

If

engine disassembly is necessary, first remove all

the. complete assemblies (e.g. manifold with car-

buretor and vacuum speed booster). Individual assemblies, as the carburetor, can be removed and serviced later, if necessary. Follow the general disassembly steps given below and refer to the appropriate detailed instructions in this section. When reassembling; check the text for special assembly instructions.

Keep

alt

parts

in

their respective order assemblies,. rod caps for respective rod and piston assemblies, etc. Analyze reasons for parts failures. Use new gaskets for assembly.

GENERAL

1.

Drain crankcase oil.

2.

Disconnect exhaust and electrical connections.

Remove flywheel using Onan flywheel puller.

3.

4.

Remove gear cover using care to protect oil seals from keyway damage.

Remove snap ring and remove crankshaft gear

5.

using

6.

Remove air cleaner, manifold assembly (with carburetor and vacuum speed booster), fuel pump, fuel lines, spark plugs, ignition breaker

box, etc.

7.

Remove cylinder heads, oil base and oil pump. Remove valves, springs, tappets, etc.

8.

Remove camshaft and gear assembly.

9.

Remove connecting rods, pistons and bearings.

t

0.

Remove rear bearing plate.

11.

Remove crankshaft.

12.

1

3.

Remove bearings as needed using correct bearing remover.

GENERAL

Engine assembly usually is the reverse of the disassembly procedure. Use a torque wrench whenever possible and observe proper clearances throughout assembly. Coat all internal parts with oil. During assembly, turn engine over by hand over freely.

1.

Install new main bearings, if required, using proper bearing driver.

2.

Install crankcase and rear bearing plate (check end play).

3.

Install pistons, rods, bearings and rod caps.

4.

Install crankshaft and timing gear assembly.

5.

Install oil pump and oil base.

DISASSEMBLY

~~

-

pipe7fuelline,

a

gear pulling ring and gear pulter.

ASSEMBLY

. . .

-

should turn

valve

6.

Install crank gear aligning timing mark with mark on camshaft gear.

7.

Install valve assemblies and cylinder heads.

8.

Install gear cover and

9.

Install flywheel.

10.

Install fuel pump, manifold assembly, air cleaner,

..

fuel lines, spark plug, breaker box, etc.

11.

Connect electrical wires, exhaust line and battery.

12. Fill crankcase with proper oil.

oil

seal.

.

FLYWHEEL

To

remove the flywheel, turn the flywheel mounting screw outward about two turns and use Onan puller 420-0100 to pull the flywheel, Figure

Do

not drop the flywheel. Always use astee1 key for

mounting the flywheel.

FIGURE

GEAR

After removing the flywheel key and mounting screws, tap the gear cover gently with a soft-faced hammer to loosen

COVER

E3

engages fhe governor

Turn the governor cup is at the three o’clock position. Thesmooth side of the governor yoke must ride against the governor cup. Turn the governor arm and shaft clockwise as far possible and hold in this position until thegear cover is installed flush against to damage the gear cover oil seal. Adjust the roll

(stop) pin to protrude to ajoint

mounting surface. See Figure

40.

ONAN

FLYWHEEL

it.

When

installing the gear cover, make

sure

that

roll

cup

correctly. Figure

so

that the plastic bushed hole

the

crankcase. becareful not

3/4

41.

40.

PULLER

in

fhe

gear

cover

41.

as

inch from the cover

4

1

b

.(

46

~VRNOR

Redistribution or publication of this document by any means, is strictly prohibited.

CUP

ROLL

ROTATE

GOVERNOR CUP

SO

THAT ROLL PIN'

FITS

INTOTHE

HOLE IN PLASTIC

BUSHED

CUP.

FIGURE

P

41. GEAR COVER ASSEMBLY

OVERNOR

GOVERNOR

SHAFT

ARM

SH

YOKE

AFT

ENTER

BALL

I

IF

FEELEW

HOE

HM

FALLEN

WILL

10

(13

mn).

OUT

GOVERNOR

CUP

With thegearcover removed, thegovernorcup can be

taken off after removing the snap ring from the

camshaft center pin. Catch the flyballs while sliding

the cup off. See Figure

41.

Replace any flyball that is grooved or has aflat spot. If the arms of the ball spacer are worn or otherwise damaged. replace the entire timing gear set. The governor cup must spin freely on thecamshaft center pin without excessive loosenessor wobble. If the race surface

the cup is grooved or rough, replace

it

with

of

a new one.

When installing the governor cup, tilt the engine

so

the gear is up, put the flyballs in placeand install the

WHEN GOVERNOR

IS

PROPERLY ASSEMBLED DIMENSION SHOWN ON DRAWING

BE

AS

CENTER

THE

WILL

INDICATED.

cup and snap ring on the center

pin,

Figure

42.

The camshaft centerpin extendsout 3/4inchfromthe end of the camshaft. This distance provides and and out travel distance of

7/32

inch for the governor

in

cup, as illustrated. Hold the cup against the flyballs

when measuring. If the distance is less (the engine

may race, especially at no load), remove the center

pin and press a new pin in only the required amount.

off

otherwise, grind

the hub of the cup as required.

The camshaft center pin cannot be pulled outward

If

nor removed without damage.

the center pin extends out too far, the cup will not hold the flyballs properly.

TIMING

GEARS

If replacement of either the crankshaft gear or the

camshaft gear becomes necessary, install both gears

new, never one only. Use agear pulling ring to remove the crankshaft gear. Be sure to remove the snap ring first.

The camshaft gear is pressed on and keyed to the

Camshaft. The camshaft and gear must be removed as

an assembly after first removing the crankshaft gear

lock ring and washer. Before removing the camshaft

and gear assembly, remove the cylinder head and

valve assemblies. Remove the operating plunger for

the breaker points. Remove the fuel pump and

tappets.

.

GOVERNOR

CUP

FLYBALL

FIGURE

88

42.

GOVERNOR

CUP

The camshaft may be pressed out of the gear by use of

a hollow tool or pipe which will fit over the camshaft

Do

center pin.

not press on thecenter pin or damage in any way. The governor ball spacer is a press fit to the camshaft gear.

When pressing a camshaft gear onto the camshaft, be sure the gear is started straight and that the key is

properly in place. Install the governor cup assembly

the

before installing

camshaft and gear in the engine.

47

it

I

Redistribution or publication of this document by any means, is strictly prohibited.

FIGURE 43.

Each timing gear

the edge. The gear teeth must

is

stamped with an

mesh

marks coincide exactly when thegears are installed

the

engine, Figure

43.

Be

sure,

when

TIMING

"0"

mark near

so

that these

installing the

GEAR REMOVAL

in

camshaft gear and shaft assembly, that the thrust

is

washer

properly in place behind thecamshaft gear.

Replace the camshaft retaining washer and lock ring

to

the crankshaft.

CYLINDER HEADS

The cylinder head designated per Figure 44to a torqueof 5foot-pounds

(6.8

Nom), then

all

are torqued to

should

10

foot-pounds (13.5N.m). etc. until

29

to

31

foot-pounds

be tightened

in

the order

(39-42

Nom).

VALVES

Properly seated valves are essential to good engine performance. The cylinder head

Do

vaiveservicing.

not use apry to

head. Rap sharply on the edge with a soft-faced

to

hammer, taking care not

break any cooling fins.

conventional type valve spring litter may be used

when removing the valve spring locks, which are of

the split type. Clean all carbon deposits from the

cylinder head, piston top, valves, guides, etc.

or

face is burned

warped, or the stem

new valve.

is

removable for

loosen

the cylinder

worn,

If

avalve

install a

A

AND

INSTALLATION

FIGURE

44.

CYLINDER

HEAD

BOLT

TORQUE SEQUENCE

Worn valve stem guides may be replaced from inside the valve chamber. See Figure

45. A seal is provided

behind the intake valve guides only. The smaller diameter of the tapered valve guides must face toward the valve head.

Tappets are atso replaceable from thevalve chamber, after first removing the valve assemblies.

NOTE

SEE VALVE

CLEARANCES

TAPPET

VALVE

FIGURE

IN

TEXT

IN

TEXT

RETAINE

45.

VALVE

48.

SYSTEM

TAPPET ADJUSTMENT

Redistribution or publication of this document by any means, is strictly prohibited.

The engine

is

equipped with adjustable tappets. To

make a valve adjustment, remove the valve covers.

Crank the engine

over

slowly

by

hand

until

the

left

hand intake valve. when facing the flywheel, opens

1/4

and closes. Continue about timing marks align. This should place

turn until the correct

the

left hand piston at the top of its compression stroke, the position

for the left hand cylinder. Clearances are shown

DIMENSIONS

it

must be in to get proper valve adjustment

AND CLEARANCES

section. For each

in

valve. the gauge should just pass between the valve

stem and valve tappets (Figure

47).

FIGURE

The valve face angle angle

is

46.

VALVE FACE AND

IS

44

45

degrees. This 1 degree interference angle

SEAT

ANGLES

degrees. The valve seat

results in a sharp seating surface between the valve

and the top

of

the valve seat. The interference angle

method of grinding valves minimizes face deposits

and lengthens valve life, Figure The valves should not be hand lapped,

46.

if

at all avoidable, since the sharp contact may be destroyed. This is especially important where chromecobalt faced valves and seats are used. Vaive faces should be

44

finished in a machine to

should be ground with

degrees. Valve seats

a

45

degree stone and the

width of theseat bandshould be 1/32to3/64(0.79-1.2

mm)

of an inch wide. Grind only enough to assure

proper seating.

INTAKE

(SEE

To

correct the valve clearance, turn the adjusting

AND

TABLE

FIGURE

EXHAUST

OF

CLEARANCE

47.

TAPPET

VALVES

ADJUSTMENT

screw as needed to obtain the right clearance. The

is

screw

self-locking.

Remove all grinding compound from engine parts and place each valve in its proper location. Check each valve for a tight seat, using an air pressure type

:

testing tool. If such a tool

'

marks at intervals across the valve face and observe if

the marks rub off uniformly when the valve

of

part

a turn against the seat.

Lightly oil the valve stems and reassemble all parts removed. Adjust the valve clearance (see

Adjustment

j.

The positive type valve rotocoils serve to prolong

life

valve

and decrease valve repairs. Check the

rotocoils periodically by removing the cylinder heads

and cranking the engine. When functioning properly,

valve

the

is rotated a fraction of a turn each time it

iopens. If rotocoils are faulty, install new ones.

is

not available, make pencil

is

rotated

Tappet

To adjust the valves on the right hand cylinder. crank the engine over one complete revolution and again

line up the correct timing marks. Then follow the

adjustment given for the valves of the left hand

cylinder.

PISTON AND

RINGS

Whenever there is a noticeable wear ridge at the top

each cylinder, remove the ridge with a ridge reamer before removing the pistons.

If

not. the rings can catch the ridge when pushing out the pistons and cause a ring land fracture, Figure

48.

To remove the piston and connecting rod assemblies, turn the crankshaft until a piston

is

at the bottom of

the stroke. Remove the nuts from the connecting rod,

bolts. ILift the rod bearing cap from the rod and push

the rod and piston assembly out the top of the

49

of

REMOVING PISTON

Redistribution or publication of this document by any means, is strictly prohibited.

RIDGE COULD BREAK RING

FIGURE

48.

WEAR RIDGE

WITH

ON

CY

Ll

NDER

LARGE WEAR

OR

RING LAND.

CYLINDER WALL

cylinder with the handle end not to scratch the crankpin or

of

a

hammer. Be careful

the

cylinder wall when

removing these parts.

Keep the connecting rod bearing caps and bearings with their respective

The pistons

oil

one rings from

Clean the end

49.

All

are

control ring with an expander. Remove these

the

piston ring grooves with agroove cleaner or

of

a

broken ring

passages should

solvent. Clean the rod bores and the

rods.

fitted with two compression rings and

piston using a piston ring spreader.

filed

to asharp point, Figure

be

cleaned with a non-caustic

back

of

the

connecting rod bearings thoroughly. Mark

each

piston to make sure the rod will

be

assembled on the piston from which it was removed. Remove the piston pin retainer from each side and push the pin out.

the

Inspect

pistons

skirts and pin

using new rings and

50.

See

DlAdENSlONS

for

proper

side

for

bosses.

fractures

Check for wear at the ring land

a

feeler

gauge

AND

at

the ring lands,

as

shown in Figure

CLEARANCES

section

clearance measurement and ring

groove widths.

4

#

.

1

FIGURE

49.

CLEANING PISTON RING

GROOVES

50

FIGURE

50.

INSPECTING

RING

LANDS

CYLINDER

Redistribution or publication of this document by any means, is strictly prohibited.

WALL

FIGURE

51.

NEW

RING

IN

WORN PISTON RING GROOVE

Improper width rings or excessive ring side clearance

can result

in

ring breakage. New rings

in

worn ring grooves do not have good cylinder wall contact, Figure

Replace pistons showing signs

51.

of

bad scoring or burring, excessive skirt clearance, wavy or worn ring lands, fractures or damage from detonation. Replace piston pins showing fractures, scored bores or bores

of

round more than

out

0.002

inch

(0.051

mm).

Use a new piston pin to check the pin bushing in the

be

connecting rod for wear. The clearance should

as

shown in DIMENSIONS AND CLEARANCESsection.

Rings which are slightly oversize may be filed as necessary to obtain the correct gap, but do not use

rings which require too much filing. Standard size

0.005

rings may be used on

inch oversize pistons.

Other oversize rings must be used with correspon-

ding

oversize pistons. Rings of the tapered type are

on

usually marked top

one side, or identified

in

some

other manner and the ring must be installed with this

mark toward the closed end of the piston.

Space each gap one third of the way around the piston from the preceding one, with no gap directly

in

line with the piston pin. The bottom piston ring groove should

fitted with an expander and an

oil

control

be

ring and the two upper grooves fitted with compression rings. If a chrome faced ring is used, it will be

in

the top groove. Theoil control ring is selected for best

performance in regard to the correct unit pressure characteristics.

is

The piston The pin is kept in place by two lock rings

fitted with a full-floating type piston pin.

in

the piston, one at each side. Be sure these lock rings are properly in place before installing the piston and connecting

in

rod

the engine. Refer to

DIMENSIONS

AND

CLEARANCES section for the correct piston-to-

cylinder clearance. CONNECTING

RODS

The connecting rods should be serviced at the same time the pistons orrods are serviced. Rods must be

with

removed

the piston. Replaceable bushings and

bearings are used.

.

Before installing new rings on the piston, check the

by

ring gap

a

position corresponding to the bottom of its travel

at (Figure

placing each ring squarely in its cylinder

52).

The gap between the ends of the ring is

given in DlMENSlONS AND CLEARANCES section.

PISTON

.RING

CY

LlNDER BORE

FEELERGAGE

IN

Proper clearance is obtained by replacing the

bushing and the bearings. The rod bearings are

precision size and require no reaming. Install the connecting rods and caps with raised lines

.

(witness marks) aligned and with

the

caps facing

toward the oil base. The rod and cap numbered

on the crankshaft journal nearest the bearing plate. Coat the crankshaft journal bearing surfaces with oil before installing the rods. Crank the engine by hand to see that the rods are free. If necessary, rap the connecting rod cap screws sharply with a soft-faced hammer to set the rod square on the journal.

With

Checking Bearing Clearance

Plastigage: Make certain that all parts are marked or identified they are reinstalled in their original positions.

Place a piece of correct size Plastigage in the bearing

of

cap the full width

(6.35

mm) off center, Figure

Rotate the crank about

the bearing insert about

53.

30

degrees from bottom dead

center and reinstall the bearing cap.Tighten the bolts

in

to the torque specified section.

Do

not turn the crankshaft.

the ASSEMBLY

2

fits

so

that

1/4

inch

TORQUES

FIGURE

52.

FITTING

PISTON

RINGS

TO

CYLINDER

Remove the bearing cap. Leave the flattened

51

6.

Redistribution or publication of this document by any means, is strictly prohibited.

Reading A compared to C and reading B compared to D indicates whether

or

not the cylinder is

out of round. If cylinder is out

rebore and hone cylinders

of

round

0.002

inch

(0.051

for

next oversize

piston.

mm),

FIGURE

53.

MEASURING BEARING CLEARANCE WITH PLASTIGAGE

Plastigage on the part to which it has adhered and compare the widest point with thegraduations on the Plastigage envelope to determine bearing clearance.

CYLINDER

BLOCK

inspection:

a

1.

Make

thorough check for cracks. Minute cracks

may be detected by coating suspected area with a mixture light motor of

apply a coating

ed in wood alcohol.

25

oil. percent Wipe the kerosene part dry and and immediately

of

zinc oxide (white lead) dissolv-

If

cracks are present, the

75

percent

white coating will become discolored at defective

area.

2.

Inspect cylinder bore

for

scoring. Check Welsh

plugsfora tight, even fit and the finsfor breakage.

of

Check cylinder bore for taper, out

3.

round and

wear with a cylinder bore gauge, telescopegauge

54.

or inside micrometer, Figure

measurements should be taken at four places

These

-

near top and bottom of piston ring travel.

4.

Referring to Figure54, measure cylinderdiameter

and record the readings as follows:

A

a. Measure reading

across top of cylinder

where greatest piston ring wear occurs.

B

b. Measure reading

across cylinder at bottom

of piston ring travel.

c. Measure reading

C

across

top

of

cylinder

where greatest ring wear occurs.

D

d. Measure reading

of

piston ring travel.

5.

Compare reading A with reading

reading C with reading

across cylinder at bottom

B,

then compare

D

to determine cylinder

taper due to wear.

If

taper exceeds

0.005

inch

(0.127

mm), rebore and hone cylinder to accommodate the next oversize piston.

lL7Z,.

TOP

END

8418

FIGURE

BOTTOM

54.

CYLINDER BORE MEASUREMENT

OF

CYLINDER

OF

RING

k

.\

TRAVEL

52

8.

Redistribution or publication of this document by any means, is strictly prohibited.

Clean cylinder block thoroughly with soap, and clean soiled on the

rags.

A

clean white rag should not be

wall

after cleaning

Never use gasoline

is

complete.

or

water

commer-

cial cleaners to clean cylinder

L

Y

I

.I

bores after degiazing or honing. These solvents

will

not

sives

remove abrasives

not

removed from engine will rapidly wear

from

the walls. Abra-

rings, cylinder walls, and bearing surfaces of all lubricated

9.

Dry crankcase and coat it with oil.

parts.

FIGURE

HONING

A

1.

55.

PROCEDURE

hone can be used to rebore a cylinder, Figure

Remove stock to

than finished bore with coarse hone

55.

HONING CYLINDER

0.002

inch

(0.051

mm) less

(100

then complete honing with finish hones (300grit).

Anchor block solidly foreither vertical or horizon-

2.

tal

honing.

drill which operates at about

Lower hone into cylinder until it protrudes

3.

3/4

inch

(1

Use

either a drill press or heavy-duty

250.

to

3

to

19

mrn) past end of cylinder. Rotate

450

adjusting nut until stones come in contact with

cylinder wall at narrowest point.

Loosen adjusting nut until hone can be turned by

4.

hand.

Connect drill to honeand start drill. Move hone up

5,

and down in the cylinder about

minute. Usually the bottom be worked out first because it

40

cycles per

of

the cylinder must

is

smaller. When cylinder takes a uniform diameter, move hone up and down all the way through the bore. Follow the hone manufacturer’s recommendations for wet or dry honing and oiling the hone.

Check diameter of cylinder regularly during hon-

6.

A

dial bore gauge is the easiest method but a

ing. telescoping gauge can be used. Check

six

places in the bore: measure twice at the top,

90

middle and bottom at

-

I

.

When the cylinder is about

degree angles.

0.002

inch

the

(0.051

within the desired bore, change to finestones and

finish the bore. The finish should not be smooth

56.

but as shown in Figure

The crosshatch formed by the scratching of the stones should form an angle of 23 degrees. This can be achieved by

up

moving the hone about

40

cycles per minute.

and down in the cylinder

grit),

rpm.

1/2

size at

mm)

to

PRODUCE

FOR

FIGURE

56.

AVOID

THIS

CROSS

FAST

RING

CORRECT

FINISH

HATCH

SEATING

SCRATCHES

HONE FINISH

53

PRECISION TYPE

Redistribution or publication of this document by any means, is strictly prohibited.

Do

not

line ream

or

------

bore.

----

.

-----.----

CAMSHAFT BEARING

OIL

HOLES

ALIGN HOLE IN BEARING

WITH HOLE IN BEARING BORE

IN BEARING BORE

installation. Coat the bearing with lubricating oil to reduce friction. Place the bearing on the crankcase over the bearing bore with the lubricating hole (front only) in proper position. Be sure to start the bearing straight. Press the front bearing in flush with the outside end of the bearing bore. Press the rear bearing in until past the ignition plunger hole.

Crankshaft

New crankshaft, main bearings are precision type which do not require line reaming or line boring after installation. Before putting in the main bearings, expand the bearing bore by placing the casting in hot

water or in an oven heated to 2OOOF

(93OC).

practical, cool the precision bearing to shrink it.

I

"

If

1

LOCK PIN

FIGURE

BEARING

CRANKSHAFT BEARING

57.

INSTALLATION OF CAM AND CRANKSHAFT BEARINGS

BEARINGS

Removal of the camshaft or crankshaft bearings requires complete disassembly of the engine. Use a press or a suitable plug to remove the bearings. Support the casting to avoid distortion and avoid damaging the bearing bore during removal and installation. Use oil on the bearings to reduce friction when installing and again lubricate with oil after

57.

installing. See Figure driver to install the camshaft bearings.

Camshaft

Replacement camshaft bearings are precision type

which do not require line reaming or line boring after-

Use combination bearing

For putting in either the front or rear main bearing, using instructions following, always align the oil hole(s) in the bearing bore. Theoil passage must beat least half open. The cold oiled precision bearing should require only light taps to position it. Install the

If

bearing flush with the inside end of the bore.

is

head of a lock pin

damaged, use side cutters

the

or

"Easy-Out'' tool to remove pin. Then install a new lock pin. Apply oil to the thrust washers to hold in place

thecrankshaftisinstalled.Theoi1groovesin

when

the thrust washer bearing must face the crankshaft. Be sure two notches fit over lock pins.

OIL

SEALS

The bearing plate must be removed to replace its oil seal. Drive the oil seal out from the inside using a bearing plate driver and gear cover driver. See

Tools

section.

Special

Before installing the seals, fill the space between sealswith afibrousgreaseorstiff cup grease.Thiswil1

improve sealing. See Figure

58.

GEAR COVER

.

Use heavy fiber cup .grease between seal improve seal.

OIL

SEAL^

A877

GEAR COVER O!L SEAL

/4

FIGURE

THIS SURFACE SHOULD BE CLEANfD OF ALL OLD

SEALING COMPOUND BE-

FORE INSTALLING SEAL.

58.

GEAR

or

in

MOUNTING FACE

OF GEAR COVER

I-

1/32''

(26.2

mrn)

COVER

AND REAR BEARING PLATE OIL SEALS

REAR BEARING PLATE

OIL SEAL

54

REAR BEARING PLATE

1

THIS SURFACE SHOULD BE

CLEANED OF ALL OLD SEALING COMPOUND BEFORE INSTALLING SEAL.

DRIVE

OR PRESS OIL SEAL TO SHOULDER OFTHEPLATEBORE

When installing the gear cover oil seal, tap the seal

Redistribution or publication of this document by any means, is strictly prohibited.

inward until it is

t

mounting face

1-1/32

of

the cover.

(26.2

mm) of an inch from the

When installing the bearing plate oil seal, tap the seal

L

into the bearing plate

bore

to bottom against the shoulder in the plate bore. Use a seal expander. place a piece

of

shim stock around the end of the

or

crankshaft when replacing the bearing plate to avoid damaging the seal. Remove the shim stock as soon as the plate

CRANKSHAFT

After the rear bearing end plate has been tightened

using the torque recommended

OIIES

shown in Figure

DIMENSIONS

is

in place.

ENDPLAY

in

ASSEMBLY

section, check the crankshaft endplay as

59.

If there

AND

is

too much endplay (see

CLEARANCES

section

TOR-

for

FIGURE

59.

MEASURING

WURE

(Refer

Clearances)

CRANKSHAFT

ENDPLAY

to

Table

ENDPLAY

of

minimum and maximum endplay). remove the rear

OIL

bearing end plate and replace the gasket with a thinner gasket from the gasket kit. For too little endplay. remove the rear bearing end plate and

a

replace the gasket with

thicker one. Reinstall the

end plate making sure the thrust washer notches line

ap

with the lock pins. Torque and recheck endplay

of

PUMP

Check the pump to. prime gaskets, the component parts of the pump are available individually. The suction cup is available separately. Install a new pump assembly, if required.

oil

pump thoroughly for worn parts. Oil the

it

before reinstalling. Except for

not

the crankshaft.

55

Wiring Diagram

Redistribution or publication of this document by any means, is strictly prohibited.

LEGEND

El,

E2

......................................

81

...............................................

BTl

..............................................

S1'

........................................

S2'

.....................................

.......................................

S3

TI

.........................................

T81...

..................................

*

-

CUSTOMER SUPPLIED.

SPARK PLUGS

STARTER BATTERY

START SWITCH

IGNITION

BREAKER

TERMINAL

SWITCH

POlNTS

IGNITION COIL

BOARD

8317

FROM

STARTER

SOLENOID TERMINALS

BATTERY

IGNITION

SYSTEM

TI

El

56

Redistribution or publication of this document by any means, is strictly prohibited.

Cummins

Redistribution or publication of this document by any means, is strictly prohibited.

Power

Generation 1400 73rd Avenue Minneapolis,

MN

763-574-5000

Fax:

763-574-8087

Cummins

and Onan are registered trademarks

N.E.

55432

of

Cummins

Inc.