Tecumseh HXL, AV600, TCH200, AV520, HSK User Manual

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Tecumseh Quick Reference

Service Information

Covers Engine and Transmission Product

Form No.695933 R 7/00

Introduction

This booklet contains the quick reference and basic troubleshooting information previously found on Tecumseh wall charts and in the Technician's Handbooks.

This booklet is designed to be used as a work bench quick reference guide when servicing Tecumseh engines and motion drive systems.

Technician's Note:

Tecumseh engines are manufactured to meet EPA and CARB standards. As a technician, it is unlawful to re-calibrate or replace a fuel nozzle or jet (bowl nut) with a part from any other carburetor that was not originally designed for that engine. All speed adjustments must remain within the limits that are specified for each engine and are not to exceed the maximum. This can only be deviated from if specifically approved by Tecumseh Products, EPA and CARB.

Note: Torque specifications listed should not be confused with the torque value observed on

engines which have been run. The Torque specifications take relaxation into account so sufficient clamping force exists

after an engine has reached operating temperature. Torques listed are intended to cover highly critical areas. More extensive torques are found

in the respective repair manual.

Torque Specifications

TWO-CYCLE ENGINE SERIES

840 - 850 TWO-CYCLE ENGINE SERIES

Location Inch lbs. Torque Nm Engine Designation

TVS

TVXL

HSK

HXL

Crankcase to Cylinder 120-204 13.5-23 • • • • Flywheel Nut 360-420 41-47.5 • • • • Adapter Plate to Cylinder 160-220 18-25 • •

TC TWO-CYCLE ENGINE SERIES

Location Inch lbs. Torque Nm Engine Designation

TC200

TC300

TCH200/

Cylinder to Crankcase 80-95 9-11 • • • Crankcase Cover to Crankcase 70-100 8-11 • • • Flywheel Nut 190-250 21.5-28.5 • • •

TWO-CYCLE ENGINE SERIES (AV520/600, TVS600, AH520, AH/HSK600)

Location Inch lbs. Torque Nm Engine Designation

AV520/600

TVS600

AH/HSK600

300

AH520

Connecting Rod 40-50 4.5-5.5 • • • • Housing Base to Cylinder 80-120 9-13.5 • • • • Cylinder Head to Cylinder 100-140 11-16 • • • • Flywheel Nut AV Industrial (Point Ignition) 216-300 24.5-34 • •

(670 Series AV 520 and All AV 600)

Flywheel Nut (C.D. Ignition) 264-324 30-36.5 • • • •

Two Cycle Troubleshooting

As an aid in troubleshooting any piece of equipment, interview the customer, and review conditions and symptoms of the problem. Examine exterior for clues: leaks, excessive dirt, damaged or new parts.

FUEL SYSTEM

Engine Will

Not Start

Check if spark

plug is wet or dry

Wet

Dry

Defective

spark plug

Restricted

air filter

Improper fuel mix

or stale fuel

Exhaust ports

plugged

Carburetion

problems due to

flooding, over

priming, etc.*

Review with customer

priming or choking

procedure

(3-5 primes, if

equipped, waiting 2

seconds between

each prime)

Carburetion problem*

(bad bowl gasket)

Check fuel supply

and fuel cap vent

Restriction in

fuel system (filter,

screen)

Ignition System

Crankcase seals

or gaskets leaking

NOTE: Refer to Technician's Handbook for a more

detailed list of remedies.

*Carburetor Troubleshooting use Technician's Handbook or Carburetor Troubleshooting Booklet, Form No. 695907. Video No. 695015.

(CONTINUED ON NEXT PAGE)

Poor

compression

Damaged reed, port

plugs, seals or

gaskets

Two Cycle Troubleshooting - continued

IGNITION SYSTEM

Engine Will

Not Start

Check for spark

Spark

Check flywheel for

correct key, damaged

key or key adaptor

Set proper air gap on

external coil

Set proper point gap,

check condensor and

timing (if equipped)

Test coil for

intermittent or weak

spark

Check electric starter

if applicable

No Spark

Replace spark plug

Isolate engine from all equipment (disconnect wiring harness), repeat

Spark

Equipment problem,

check switches, wiring

and equipment

controls

Parasitic load too high

test

No Spark

Engine problem,

check for shorts or

grounds in wiring

Test ignition module

NOTE: Refer to Technician's Handbook for a more detailed list of remedies.

Note: Torque specifications listed should not be confused with the torque value observed on

engines which have been run. The Torque specifications take relaxation into account so sufficient clamping force exists

after an engine has reached operating temperature. Torques listed are intended to cover highly critical areas. More extensive torques are found

in the respective repair manual.

Torque Specifications

FOUR-CYCLE LIGHT FRAME ENGINE SERIES (TVS, TNT, ECV, LAV, LEV, H, HS, OHH, OVRM and VLV)

Location Inch lbs. Torque Nm Engine Designation

TVS

TNT

ECV

LAV

H/HSK

HS/HSSK

OVRM

VLV

LEV

OHH

Rocker Arm Stud Lock Nut 100-140 11-16 • • Connecting Rod 95-110 11-12.5 • • • • • • • • • • Cylinder Head 160-210 18-24 • • • • • Cylinder Head 220-240 25-27 • • Cylinder Head 180-220 20.5-25 • Mounting Flange or Cylinder Cover 100-130 11-14.5 • • • • • • • • • • Flywheel Nut (Cast Iron) 500-600 42-50 • • • • • • • • • • Flywheel Nut (Aluminum) 400-500 45-56.5 • • • • • • • • • •

FOUR-CYCLE MEDIUM FRAME ENGINE SERIES (TVM, TVXL, H, V, HM, OVM, OVXL, OHM, OHSK and OHV)

Location Inch lbs. Nm Engine Designation

Torque

TVM & TVXL

170-195-220

HM/HMSK70-100

OVM/OVXL,

TVM125, 140

H50-60

V70

H70

Connecting Rod 160-180 18-20.5 • • Connecting Rod 200-220 22.5-25 • • • • • • Connecting Rod 200-240 22.5-27 • Cylinder Head Bolts 220-240 25-27 • • Cylinder Head Bolts 180-240 20.5-27 • • Cylinder Head Bolts 160-210 18-24 • • • • • • Rocker Adj. Lock Screw 65-80 7-9 • Rocker Arm Stud Lock Nut 110-130 12.5-14.5 • Rocker Arm Hex Jam Nut 15-20 2 • • Rocker Arm Studs 170-210 19-24 • • • Rocker Arm Box to Head 75-130 8.5-14.5 • • Rocker Box Cover 15-20 2 • • Rocker Box Cover (Four Screw) 40-65 4.5-7 • • • Mounting Flange or Cylinder Cover 100-130 11-14.5 • • • • Mounting Flange or Cylinder Cover 110-140 12.5-16 • • • • • • Flywheel Nut 400-550 45-62 • • • • Flywheel Nut (External Ignition) 600-800 68-90 • • • • • •

OHV120-125

OHSK80-130

OHM120

OHV135-145

203 Series

OHV15-17.5

OHV11-13,OHV110-

135, 206 Series

204 Series

Torque Specifications - continued

FOUR-CYCLE LARGE FRAME ENGINE SERIES (CAST IRON BLOCK HH, VH and OH)

Location Inch lbs. Nm Engine Designation

Torque

Connecting Rod 86-110 10-12.5 • • • Cylinder Head 180-240 20.5-27 • • • Mounting Flange & Cylinder Cover 100-130 11-14.5 • • • Rocker Arm Shaft to Box 180-220 20.5-25 • Rocker Arm Box to Cylinder Head 80-90 9-10 • Flywheel Nut 600-660 68-74.5 • • •

FOUR-CYCLE HEAVY FRAME ENGINE SERIES (V-TWIN)

Location Inch lbs. Nm Engine Designation

Torque

TVT

Connecting Rod 200-220 22.5-25 • Cylinder Head Bolts 220-240 25-27 •

Rocker Arm Jam Nut 110-130 12.5-14.5 • Rocker Arm Cover Mounting Screw 52 6 • Mounting Flange/Cylinder Cover 240-260 27-29 • Flywheel Nut 600-800 68-90 •

Four Cycle Troubleshooting

As an aid in troubleshooting any piece of equipment, interview the customer, and review conditions and symptoms of problem. Examine exterior for clues: leaks, excessive dirt, damaged or new parts.

FUEL SYSTEM

Engine Will

Not Start

Check if spark plug is

wet or dry

Wet

Defective

spark plug

Restricted air filter

Improper or

stale fuel

Carburetion problems

due to flooding, over

priming, etc.*

Ignition system

Dry

Review with the

customer proper

priming procedure

(3-5 primes, waiting

2 seconds between

each prime)

If equipped with a

choke, check for full

travel. Check throttle

cable and control for

proper adjustment.

Check fuel supply and

fuel cap vent

Restriction in fuel

system (filter)

Carburetion problem*

(bad bowl gasket)

Poor

compression

NOTE: Refer to Technician's Handbook for a more detailed list of remedies.

*Carburetor Troubleshooting, use Technician's Handbook or Carburetor Troubleshooting Booklet, Form No. 695907. Video No. 695015.

Four Cycle Troubleshooting - continued

IGNITION SYSTEM

Engine Will

Not Start

Check for

spark

Spark

No Spark

Check flywheel for

correct key, damaged

or sheared key

Set proper air gap on

external coil

Set proper point gap, check condensor and

timing

Test coil for

intermittent or weak

spark

Isolate engine from all equipment (disconnect wiring harness), repeat

Spark

Equipment problem,

check switches,

wiring and

equipment controls

Parasitic load too

high

Replace spark plug

test

No Spark

Engine problem,

check for shorts or

grounds in wiring

Test ignition

module

NOTE: Refer to Technician's Handbook for a more detailed list of remedies.

Tecumseh 2 Cycle Diaphragm Adjustments

NOTE: For meeting emission requirements, some

carburetors have fixed-main or idle jets. The absence of the adjustment screw indicates fixed jets and no adjustment is necessary.

Diaphragm-Dual Adjustment.

Turn mixture adjusting screws in finger tight to the closed position, then one (1) turn out from closed position. This setting is approximate. This will allow the engine to be started so the carburetor can be fine tuned.

Start the engine and let it warm up for approximately 3-5 minutes. Do not adjust the carburetor when

the engine is cold.

IDLE MIXTURE SCREW

MAIN MIXTURE SCREW

NOTE: If no tension spring is present, it may be a fixed jet.

Set the throttle control to idle. If it is a fixed speed type, manually hold the throttle against the idle speed adjustment screw.

The throttle lever must be held against the crack screw for low speed adjustments or all adjustments will be incorrect and cause poor performance and unsatisfactory operation.

With the engine idling and throttle lever against the idle speed regulating screw, turn the low speed adjustment screw slowly clockwise from the NORMAL setting until the engine falters. Remember this location. Turn the screw counterclockwise until engine just starts to sputter or drops in R.P.M.. Remember this location. Turn the screw clockwise until it is halfway between your first position where the engine faltered and your last position where the engine started to sputter. This will be the optimum low speed setting on your carburetor.

Next run the engine at governed speed. The high speed adjustments are made basically the same as the low speed adjustments, with the exception of the settings being made 1/8 of a turn at a time, from the NORMAL settings. NOTE: It may be necessary to re-check the idle mixture adjustment after performing the high speed adjustment.

Diaphragm-Single Adjustment.

Turn the mixture adjustment screw finger tight to the closed position, then one (1) turn out from the closed position. This setting is approximate and will allow the engine to be started so the carburetor can be finetuned.

Start the engine and let it warm up for approximately 3-5 minutes. Do not adjust the carburetor when the engine is cold.

Set the throttle control to idle. If it is a fixed speed type, manually hold the throttle against the idle speed adjustment screw.

NOTE: If the engine falters or stops after the choke lever is moved to the "OFF" position, open the mixture

adjusting screw 1/4 turn (counterclockwise) and restart the engine.

With the engine running, place the speed control in the "slow" position to make mixture adjustments. Turn the mixture screw slowly clockwise from the NORMAL setting until the engine falters. Remember this location. Turn the screw counterclockwise until the engine just starts to sputter or drops in R.P.M. Remember this location. Turn the screw clockwise until it is halfway between your first position where the engine faltered and your last position where the engine started to sputter. This will be the optimum setting on your carburetor.

TC Series Governor Adjustment

Three different styles of governor systems are used on TC engines. Use the following illustrations (diags. 2 and 3) to identify the governor system used and the following procedure to adjust the governed engine speed.

1. Allow the engine to run for at least 5 minutes to reach operating temperature. Make sure the air filter (if equipped) is clean and the choke is in the off position.

2. Using a Vibratach (part# 670156) or other tachometer, determine the engine's R.P.M. at idle and wide open throttle. Refer to Microfiche card 30, or a computer parts look-up program to obtain the recommended engine speeds.

3. Using the applicable illustration, either bend the speed adjusting lever toward the spark plug end of the engine to decrease high speed R.P.M., or bend the lever in the opposite direction to increase R.P.M. On TC Type II engines, turn the speed adjusting screw out to increase or in to decrease engine high speed R.P.M. If the speed adjustment screw is turned out to increase the engine R.P.M., the speed control lever must be moved to allow the speed control plunger to contact the speed adjustment screw.

4. The low speed is set by moving the throttle control to the lowest speed position and adjusting the low speed adjustment screw on the carburetor.

HOOK SPRING ON NOTCH

TYPE I (style 2)

HOOK SPRING ON NOTCH

TYPE I (style 1)

SPEED ADJUSTING LEVER

BEND TO INCREASE SPEED BEND TO DECREASE SPEED

SPEED ADJUSTING LEVER

1. AIR VANE

2. BACKLASH SPRING

3. GOVERNOR LINK

4. GOVERNOR SPRING

5. MOUNTING SCREW

6. SPEED ADJUSTMENT SCREW

7. SPEED CONTROL BODY

8. SPEED CONTROL LEVER

9. SPEED CONTROL PLUNGER

SPRING

POSITION 1 TYPE II: (style 3)

HIGH SPEED GOVERNOR ADJUSTMENT

HOOK SPRING ON NOTCH

POSITION 2

OUT TO INCREASE IN TO DECREASE

Spring Color Spring Position Orange or Green 1 Pink, Red, or Black 2

SPRING

INSERT THROTTLE LINK AND SPRING HERE

Walbro (WTA, WT) and Tillotson (HU) Diaphragm Adjustment

Carburetor Pre-Set and Adjustment

Both the Walbro and the Tillotson carburetors used on TC engines have non-adjustable main mixture jets. Only the idle mixture is adjustable by turning the idle mixture screw. Use the following procedure to pre-set the idle mixture screw. Turn the idle mixture screw (clockwise) finger tight to the closed position, then turn the screw counterclockwise to obtain the proper preset (diag. 4).

Walbro Model WTA, WT 1 - 1-1/8 turns Tillotson Model HU 1-1/4 - 1-3/8 turns

Final Idle Mixture Adjustment

Start the engine and allow it to reach normal operating temperature (after 3-5 minutes). As the speed control is set at the idle position, turn the idle mixture screw slowly clockwise until the engine R.P.M. just starts to decrease. Stop and note this screw position. Turn the idle mixture screw slowly counterclockwise, the engine will increase in R.P.M. Continue to slowly turn the screw until the engine R.P.M. starts to decrease. Note this position and turn the mixture screw back clockwise halfway between the two engine R.P.M. drop off positions. The idle mixture adjustment is complete.

Some carburetors came equipped with a main mixture adjusting screw. To adjust the main mixture, follow the steps for idle adjustment.

IDLE SPEED ADJUSTMENT SCREW

IDLE MIXTURE SCREW

Emissionized Tillotson

Similar in design and operation, the Tillotson emission carburetor uses a fixed main jet with an adjustable idle. The idle circuit has a limiter cap to prevent over richening. The cap is locked onto the adjustment screw in a rich position, allowing only a leaner adjustment. The main is fixed on these, which means that the main mixture limiter is non-functional on Tecumseh built engines (diag. 4a).

In compliance with E.P.A. and C.A.R.B. regulations the following procedure must be followed.

NOTE: These caps can be removed for servicing of the carburetor. Follow these steps.

1. Turn the caps clockwise until they hit the stops.

2. Remove the caps with a pointed instrument such as an awl.

3. Then turn the screws in until softly seated, note the number of turns. The screws must be reinstalled to this same static setting. Replacement of the caps is required to maintain E.P.A. and C.A.R.B. emission compliance.

IDLE MIXTURE

LIMIT SCREW

FIXED MAIN (MIXTURE SCREW

NOT FUNCTIONAL ON MOST TECUMSEH BUILT ENGINES)

IDLE SPEED ADJUSTMENT SCREW

2-Cycle Engine Speed and Mixture Adjustments: TVS/TVXL840

IDLE SPEED

ADJUSTMENT

HIGH SPEED ADJUSTMENT

Linkage Location

To aid in the proper reassembly of the governor linkage, mark the linkage locations.

HOLDING

SCREW

Static Governor Adjustment

To adjust the static governor, loosen the holding screw, rotate the governor arm and slotted shaft in

STATIC GOVERNOR ADJUSTMENT SCREW

the direction that will open the throttle to the wide open position, and then re-tighten the holding screw.

HSK/HXL840-850

IDLE RPM

ADJUSTMENT

SCREW

HIGH SPEED RPM ADJUSTMENT SCREW

The HXL840 - 850 Series with variable speed control have the following adjustments. Idle speed is set at the carburetor crack screw. High speed is set with the screw shown above. Always check Microfiche

R.P.M. adjustment of fixed speed models is done by bending the tab as shown.

card 30 or Parts Smart computer program for correct speed settings.

Governor and Linkage for Air Vane

BEND TAB TO ADJUST RPM

VANE ASSEMBLY

INCREASE

DECREASE

INCREASE

DECREASE

BEND TAB

TO ADJUST HIGHSPEED ROTATE CLOCKWISE TO INCREASE COUNTERCLOCKWISE TO DECREASE

HORIZONTAL FIXED SPEED

PLASTIC AIR VANE GOVERNOR

Rotate sleeve clockwise to increase R.P.M., counterclockwise to decrease R.P.M. NOTE:The sleeve is serrated to rotate in a clockwise direction and must be raised using the sleeve tabs

before it can be rotated counterclockwise.

To disassemble, remove choke shutter with needle-nose pliers; the vane assembly may then be removed from the carburetor.

Governors and Linkage for Air Vane - continued

ADJUST RPM BY LOOSENING SCREW AND SLIDING BRACKET

INCREASE

DECREASE

IDLE RPM ADJUSTMENT

IDLE MIXTURE

HIGH SPEED RPM ADJUSTMENT

THIS HOLE NOT PRESENT ON ALL MODELS

SPRING

HORIZONTAL FIXED SPEED

(ALUMINUM AIR VANE GOVERNOR)

ADJUST RPM BY LOOSENING SCREW AND SLIDING BRACKET

INCREASE

DECREASE

HORIZONTAL FIXED SPEED

SPRING

GOVERNOR LINK

VARIABLE SPEED-REMOTE CONTROL

IDLE RPM ADJUSTMENT

IDLE MIXTURE

VERTICAL ENGINE

HIGH SPEED RPM ADJUSTMENT

THIS HOLE NOT PRESENT ON ALL MODELS

VERTICAL ENGINE

FIXED SPEED-REMOTE CONTROL

SPRING

IDLE RPM ADJUSTMENTS

VARIABLE SPEED

MANUAL CONTROL

HIGH SPEED RPM ADJUSTMENT

THIS HOLE NOT PRESENT ON ALL MODELS

SPRINGVERTICAL ENGINE

RPM ADJUSTMENT

VERTICAL ENGINE FIXED SPEED

THIS HOLE NOT PRESENT ON ALL MODELS

SPRING

Static Governor Adjustments

The purpose of making a static governor adjustment is to remove all free-play between the governor spool and the carburetor (see illustration). Any freeplay here will result in hunting/surging or erratic running. After completing this procedure, always re-check the engine speeds using the steps outlined in the following pages.

SPRING

CHOKE

THROTTLE

GOVERNOR

ROD

To set the static governor, do the following:

1. Be sure the engine is stopped or damage may occur.

2. If equipped with a throttle control, place the throttle in the high speed position.

3. Loosen the governor clamp or screw.

4. Hold the governor arm and link in the W.O.T. (wide open throttle) position, then rotate the shaft or shaft/clip assembly in the same direction and tighten the screw.

5. If engine speed adjustments are needed, follow the steps described in following pages.

Governor Shaft Pressed In Depth

NO FREE

PLAY

GOVERNOR

SPOOL

WIDE OPEN THROTTLE

CLOSED THROTTLE

When assembling governor shaft into a flange or cover mounting boss, refer to this chart for exposed shaft length.

Engine Model Exposed Shaft Length

ECH 90 Mounting flange to top ECV 100 1.319 - 1.334" H 30, 35 (33.502 - 33.883 mm) HS 40, 50 LAV (all) LEV (all) OHH (all) OVRM (all) TNT 100, 120 TVS (all) VLV (all)

TVM (all) Mounting flange to top V 50, 60, 70 1.581 - 1.596" VH 50, 60, 70 (25.806 - 26.314mm)

HH 100, 120 Mounting flange to top VH 100 1.016 - 1.036"

(25.806 - 26.314 mm)

Engine Model Exposed Shaft Length

H 50, 60, 70 Mounting flange to shoulder HH 60, 70 1.283 - 1.293" HHM 80 (32.588 - 32.842 mm) HM 70, 80, 100

OHV 11-17 Mounting flange to top OVM 120 1.350 - 1.365" OVXL 120, 125 (34.290 - 34.671 mm)

OHM 90-120 Mounting flange to top OHSK 90-130 1.085 - 1.100"

(27.559 - 27.940mm)

OH 120-180 Mounting flange to top

1.00" (25.400mm)

TVT - V -Twin Mounting flange to top

1.196 (3.969 mm)

Small Frame, Vertical and Horizontal*

Models: LAV35,40,50 - H25,30,35 - HS40,50 - HSK - HSSK TNT100,120 - ECH90 - TVS75,90,105,115,120 - OVRM ALL

- ECV100,105,110,120

RETAINING

RING

Retainerless Governor System for Small Frames*

SPOOL

RETAINING

RING

GEAR ASSY.

(GOV.)

WASHER

SHAFT

* As of August 1992, all small frame engines, including VLV40-6.75, use

a retainerless shaft. Service replacement shafts will be retainerless for all small frame and VLV engines.

SPOOL

UPSET ROLLED

SHAFT

GEAR ASSY.

(GOV.)

WASHER

NOTE: Gear assembly must have .010 - .020 (.25 - .50 mm) end

play after shaft is installed into flange.

* As of August 1992, all small frame engines, including VLV40-

6.75, use a retainerless shaft. Service replacement shafts will be retainerless for all small frame and VLV engines.

VLV*40, 50, 55, 60, 65, 66

TYPE I

RETAINING RING

GEAR ASSY. (GOV.)

SPOOL

WASHER

IDLER GEAR

TYPE II

SPOOL

UPSET RETAINER

SHAFT

GEAR ASSY. (GOV.)

WASHER

.010 - .020 (.25-.50 mm) CLEARANCE

Medium Frame Vertical

Models: TVM125, 140, 170, 195, 220 - V50,60,70 VH50,60,70

RETAINING

RING

SPOOL

WASHER

RETAINING

RING

GEAR ASSY.

(GOV.)

WASHER

SPACER

SHAFT

NOTE: Gear assembly must have .010 - .020 (.25 - .50 mm)

end play after shaft is installed into flange.

* As of August 1992, all small frame engines, including VLV40-6.75, use

a retainerless shaft. Service replacement shafts will be retainerless for all small frame and VLV engines.

Medium Frame Horizontal

Models: HH60,70 - H50,60,70 - HM70,80,100 HMSK

SHAFT

ROD ASSY.

(GOV.)

SPOOL

OHM120 - OHSK 80-130

SPOOL

WASHER

RETAINING RING

GEAR ASSY. (GOV.)

WASHER

RETAINING

RING

GEAR

ASSY.

(GOV)

BRACKET

SCREWS

OVM120, OVXL120, 125 - OHV11-17

SPOOL

WASHER

RETAINING RING

WASHER

SPACER

SHAFT

OH120, 140, 160, 180

SPOOL

GEAR ASSY. (GOV.)

WASHER

SPACER

SHAFT

NOTE; SPACER MAY BE PART OF THE GEAR ASSEMBLY.

NOTE: On models OHV13.5-17, the spacer is cast as part of the governor gear with the washer placed below the gear assembly.

WASHER

GEAR & SHAFT ASSY. (GOV.)

WASHER (CAPTURED UNDER GEAR)

Engine Speed and Mixture Adjustments

3-5 H.P. Vertical Shaft Engines

NOTE: Starting and operating problems may exist

when engines are used at high elevations (over 4,000 feet above sea level). In cases where a fixed main carburetor is used, refer to Bulletin 110 for correction. Engines which are identified as

compliant with CARB (California Air Resources Board) or EPA (US Environmental Protection Agency) regulations can NOT be changed from their factory jetting unless specifically authorized.

Before making any speed or carburetor adjustments be sure to adjust the governor and control bracket. See Governor Section of the Booklet.

To adjust the speed control bracket, determine whether the carburetor is an adjustable type, then proceed.

Some carburetors may have a choke lever which is operated by the speed control bracket. To adjust the speed control bracket for full choke operation, loosen the speed control bracket mounting bolts and move the speed control lever to the high speed/full choke position. Next insert a small piece of wire through the hole in the speed control bracket, choke actuating lever, and the choke lever (diag. 18). When all three holes are aligned tighten the mounting bolts.

Once the speed control bracket is adjusted, the main and idle fuel mixtures can be adjusted. Start the engine and allow it to warm up to normal operating temperature (3 - 5 minutes). Set the speed control to the HIGH or FAST position, then turn the main mixture adjustment screw in (clockwise) slowly until the engine begins to run erratic (lean). Note the position of the screw. Now, turn the screw out (counterclockwise) until the engine begins to run erratic (rich). Turn the screw in (clockwise) midway between these two positions. This will be the best setting.

Set the speed control to the IDLE or SLOW position. Adjust the idle mixture screw following the same procedure used to adjust the main mixture adjustment.

NOTE: SOME CARBURETORS HAVE FIXED MAIN JETS. THE ABSENCE OF THE ADJUSTING SCREW INDICATES A FIXED JET AND NO ADJUSTMENT IS NECESSARY.

After adjusting the fuel mixtures, engine speeds can be adjusted. The correct operating speeds are found on Microfiche card 30 of the Tecumseh Master Parts Manual, or the computer parts look-up program (Part Smart). On engines with adjustable carburetors (diag. 19 and 20) the high speed adjustment will be in one of two places. The first location is on the speed control lever (diag. 19).

* ADJUSTABLE

MIXTURES, CHOKE

SPEED CONTROL MOUNTING BOLTS

HIGH SPEED ADJUSTMENT SCREW

IDLE MIXTURE SCREW

**NON-ADJUSTABLE

NO CHOKE PRIMER

SMALL WIRE (DRILL BIT)

HOLE IN BRACKET

HOLE IN SPEED CONTROL CHOKE ACTUATING LEVER

HOLE IN CHOKE LEVER

LOW SPEED ADJUSTMENT SCREW

MAIN MIXTURE SCREW

Engine Speed and Mixture Adjustments - continued

3-5 H.P. Vertical Shaft Engines

HIGH SPEED ADJUSTMENT SCREW

COUNTERCLOCKWISE TO INCREASE SPEED

CLOCKWISE TO DECREASE SPEED

MAIN MIXTURE SCREW

LOW SPEED ADJUSTMENT SCREW

IDLE MIXTURE SCREW

The second is on a bracket located between the blower housing and the speed control (diag. 20). Low speed is adjusted by the throttle crack screw on the carburetor (diag. 19 and 20).

It may be necessary to preset the carburetor mixture screws.

Tecumseh Carburetors

Engine Model Main Pre-set Idle Pre-set

All models with float-type carburetors 1-1/2 turn 1 turn All models with diaphragm-type carburetors 1 turn 1 turn

SPEED CONTROL MOUNTING BOLTS

HIGH SPEED ADJUSTMENT SCREW

LOW SPEED ADJUSTMENT SCREW

SPEED ADJUSTMENT TAB

BEND TO INCREASE SPEED BEND TO DECREASE SPEED

Some speed control brackets are adjusted by loosening the speed control bracket mounting bolts and sliding the bracket all the way to the right and retightening the mounting bolts (diag. 21). The high speed adjustment screw is located on the speed control lever (diag.22) Some carburetors are fixed speed and are adjusted by bending the adjusting tab attached to the intake manifold (diag. 23).

After setting the engine speeds recheck the fuel mixtures, then recheck the engine speeds.

Engine Speed and Mixture Adjustments - continued

3-5 H.P. Vertical Shaft Engines

LOW SPEED TAB

HIGH SPEED PIN POSITION

HIGH SPEED TAB

BEND TO INCREASE SPEED BEND TO DECREASE SPEED

BEND CONTROL

BRACKET TO SET

RPM

TOOL (670326)

SNAP IN CONTROL

DECREASE

INCREASE

VERTICAL ENGINES

GOVERNED / NON-GOVERNED IDLE

With the engine running at its lowest speed, set the governed idle at the designated R.P.M. by bending the idle R.P.M. tab. Next set the non-governed idle by pushing the bottom of the governor lever away from the control brackets, so the throttle lever contacts the idle speed screw. Hold the lever in this position and turn the idle adjustment screw clockwise to increase or counterclockwise to decrease engine idle speed. The setting on the carburetor screw should be set at 600 R.P.M. below the governed idle setting. This setting prevents the throttle plate from closing when going from high speed R.P.M. to low speed R.P.M. If improperly adjusted, the engine could experience an over lean condition.

HIGH SPEED RPM ADJUSTMENT SCREW

TVS 115 ENGINE WITH DUAL

BEND TO INCREASE SPEED BEND TO DECREASE SPEED

SYSTEM CARBURETOR

HIGH SPEED RPM ADJUSTMENT SCREW

IDLE SPEED CRACK SCREW

VERTICAL SHAFT ENGINES

NOTE: ON REMOTE CONTROL THIS WILL NOT BE PRESENT

HIGH SPEED ADJUST

LOW SPEED ADJUST

TNT 100 VERTICAL ENGINES

OVRM

VLV Governor and Linkage

Governor Adjustment

With the engine stopped, loosen the screw holding the governor clamp and lever. Turn the clamp clockwise, then push the governor lever (connected to the throttle) to a full wide open throttle position. Hold the lever and clamp in this position and tighten the screw.

Linkage Installation

The solid link is always connected from the throttle lever on the carburetor to the lower hole on the governor lever. The shorter bend has to be toward the governor. The governor extension spring is connected with the spring end hooked into the upper hole of the governor lever and the extension end hooked through the speed control lever. To remove the governor spring, carefully twist the extension end counterclockwise to unhook the extension spring at the speed control lever. Do not bend or distort the governor extension spring (diag. 30).

Speed Controls

This engine has an adjustable speed control. Never exceed the manufacturer's recommended speeds.

TWIST COUNTERCLOCKWISE TO DISCONNECT

GOVERNOR SPRING

SHORT BEND

LONG BEND

HIGH SPEED ADJUSTMENT COUNTERCLOCKWISE INCREASES SPEED

NOTE:Governor adjustment screw will be a Torx

head (T-10) effective August 1, 1996 for E.C. Compliance.

Fixed Speed

High speed governor adjustment is accomplished by bending a tab to increase and decrease engine R.P.M. Effective August 1997 (diag. 31a).

LOW SPEED ADJUSTMENT COUNTERCLOCKWISE INCREASES SPEED

TOOL 670326

HIGH SPEED

ADJUSTMENT

BEND TO INCREASE SPEED BEND TO DECREASE SPEED

FIXED SPEED

31A

Engine Speed and Mixture Adjustments

5-15 HP Vertical Shaft Engines The first step is adjusting the speed control bracket

for full choke operation. Loosen the two speed control bracket mounting bolts and move the control lever to the full high speed/full choke position. Insert a piece of wire through the hole in the speed control bracket, the choke actuating lever, and the choke lever (diag. 32). When all three holes are in alignment retighten the speed control bracket mounting bolts.

SMALL PIECE OF WIRE HOLE IN CONTROL BRACKET

MOUNTING BOLTS

MOVE THE CONTROL LEVER IN THE HIGH SPEED POSITION

HOLE IN CHOKE ACTUATING LEVER

HOLE IN CHOKE LEVER

The second step is adjusting the main and idle

fuel mixtures. Start the engine and allow it to warm up to normal operating temperature (3 - 5 minutes). Set the speed controls to the HIGH or FAST position, then turn the main mixture adjustment screw in (clockwise) slowly until the engine begins to run erratic (lean). Note the position of the screw. Now, turn the screw out (counterclockwise) until the engine begins to run erratic (rich). Turn the screw in (clockwise) midway between these two positions. This will be the best setting.

Set the speed control to the IDLE or SLOW position. Adjust the idle mixture screw following the same procedure used to adjust the main mixture adjustment screw.

NOTE: SOME CARBURETORS HAVE FIXED MAIN JETS. THE ABSENCE OF THE ADJUSTING SCREW INDICATES A FIXED JET AND NO ADJUSTMENT IS NECESSARY.

The third step is setting engine speeds. The

correct engine operating speeds are listed on card 30 of the Tecumseh Master parts manual microfiche, or the computer parts look-up program (Part Smart or Plus One). The most common speed control bracket (diag. 33) has the high speed adjustment screw located on the speed control lever. The low speed adjustment screw is the throttle crack screw on the carburetor body. Another common speed control is the governor override system (diag. 34). This system has a similar speed control bracket along with a governor adjustment lever which is attached to the engine block. Both the high speed and low speed adjustment screws are located on the governor adjusting lever.

THROTTLE CRACK SCREW

IDLE MIXTURE

SCREW

MAIN MIXTURE SCREW

LOW SPEED ADJUSTMENT SCREW

HIGH SPEED ADJUSTMENT SCREW

THROTTLE CRACK SCREW

IDLE MIXTURE SCREW

MAIN MIXTURE SCREW

GOVERNOR ADJUSTING LEVER

HIGH SPEED ADJUSTMENT SCREW

Engine Speed and Mixture Adjustments - continued

2.5-17.5 HP Vertical Shaft Engines

To adjust high speed on an up/down control (diag.35) bend the adjustment tab. Low speed is adjusted by a screw at the bottom of the control bracket. Both the governor override system and the up/down speed control have a governed idle. On these systems it is important to also adjust the throttle crack screw. To adjust the throttle crack screw use your finger to hold the throttle shutter tight against the throttle crack screw and adjust the engine speed to approximately 600 R.P.M. less than the recommended low speed.

After setting the engine speeds recheck the fuel mixtures and double check the engine speeds.

NOTE: Not all engines have fully adjustable

carburetors.

It may be necessary to preset the carburetor mixture screws.

Tecumseh Carburetors

Engine Model Main Pre-set Idle Pre-set

All models with float-type carburetors 1-1/2 turn 1 turn All codels with diaphragm-type carburetors 1 turn 1 turn

THROTTLE CRACK SCREW

IDLE MIXTURE SCREW

HIGH SPEED ADJUSTMENT TAB

BEND TO INCREASE SPEED BEND TO DECREASE SPEED

LOW SPEED MAIN MIXTURE SCREW

ADJUSTMENT

SCREW

CHOKE HOOKUP

HIGH SPEED ADJUSTMENT TAB THROTTLE LINK HOOKUP

ALIGNMENT HOLE

TOOL #670326

TVXL220, OHV 11-17 STYLE SPEED CONTROL

GOVERNED IDLE SPEED SCREW

CHOKE LEVER AIR GAP (.040 - .070") (1.0 - 1.8 mm) BEND TAB TO ADJUST

IDLE SPEED CRACK SCREW

IDLE MIXTURE SCREW

The idle speed is adjusted by turning the idle speed screw clockwise to increase engine R.P.M. and counterclockwise to decrease R.P.M. Use tool part # 670326 to adjust the high speed engine R.P.M. Place the slotted end of the tool onto the adjustment tab and bend the tab to the left (toward the spark plug end) to increase engine R.P.M. (diag. 36).

NOTE: Be sure that the throttle cable has full travel from wide open throttle to full choke. Hard Starting could result if the cable is not properly adjusted to allow for full choke.

Engine Speed and Mixture Adjustments - continued

HIGH SPEED PIN POSITION

OVRM SNAP IN CONTROL

LOW SPEED TAB

HIGH SPEED TAB

DECREASE

INCREASE

NOTE: ON REMOTE CONTROL THIS WILL NOT BE PRESENT

OVRM

HIGH SPEED ADJUST

LOW SPEED ADJUST

STANDARD TVM ENGINE WITHOUT

MAIN MIXTURE SCREW

GOVERNOR ADJUSTING SCREW (LOW SPEED)

OVM/OVXL,TVM 170, 195 & 220

OVRM

HIGH SPEED

GOVERNOR OVERRIDE

SPEED CHANGES APPROXIMATELY 200 RPM PER SLOT

OHV 11-17

Governor Override System for TVM170, 195 and 220 Engines (diag. 41)

This system will be found starting on 1985 production models and will not retrofit onto older engines. It is designed to allow the governor to regulate the low and high speeds of the engine. The high speed is adjusted at the top screw of the override lever; to increase R.P.M. turn the screw out (counterclockwise), to decrease R.P.M. turn the screw in (clockwise). The low speed is adjusted at the bottom screw of the override lever; to increase R.P.M. turn the screw in or clockwise, to decrease R.P.M. turn the screw out or counterclockwise (diag. 41).

Engine Speed and Mixture Adjustments -

Horizontal Shaft Engines

HORIZONTAL LIGHTWEIGHT

IDLE SPEED CRACK SCREW

IDLE MIXTURE SCREW

SMALL FRAME GOVERNED IDLE

IDLE SPEED CRACK SCREW

MAIN MIXTURE SCREW

HIGH SPEED RPM ADJUSTMENT SCREW

LIGHTWEIGHT R.V. TYPE

HIGH SPEED RPM ADJUSTMENT SCREW

IDLE SPEED CRACK SCREW

HORIZONTAL MEDIUM FRAME

IDLE SPEED CRACK SCREW

HIGH SPEED RPM ADJUSTMENT SCREW

IDLE SPEED CRACK SCREW

IDLE MIXTURE

MAIN MIXTURE

HIGH SPEED RPM ADJUSTMENT SCREW

CONSTANT SPEED APPLICATIONS

HIGH SPEED RPM ADJUSTMENT SCREW

IDLE MIXTURE SCREW

HORIZONTAL MEDIUM FRAME

IDLE SPEED CRACK SCREW

HM / OHM

NOTE: Since 1996, all speed adjustment screws will have a torx head.

Horizontal Shaft Engines - continued

IDLE SPEED CRACK SCREW

HIGH SPEED RPM ADJUSTMENT SCREW

MEDIUM FRAME

WINTER APPLICATION CONTROL

GOVERNED IDLE LINK AND ADJUSTMENT

HM80-100 SERIES

HIGH SPEED ADJUSTMENT

BEND TO ADJUST SPEED DECREASE INCREASE

OHH REMOTE & MANUAL

GOVERNOR SPRING

THROTTLE CRACK SCREW

GOVERNED IDLE LINK

OHH RV CONTROL

T-10 (TORX)

GOVERNED HIGH SPEED ADJUST

OHH FIXED SPEED

THROTTLE CRACK SCREW

CORRECT BUSHING INSTALLATION DEEP SIDE HERE

INCREASE DECREASE

GOVERNED IDLE TAB

HIGH SPEED ADJUST

T-10 (TORX)

BEND

OH / OHSK CONTROL

GOVERNED HIGH SPEED ADJUST

GOVERNED IDLE SCREW

OHSK / OHM CONTROL

TURN NUT TO ADJUST SPEED

OHH FIXED SPEED

Engine Speed Adjustments - 8-18 HP, Cast Iron

Governor Adjustment for Horizontal Engines

Move the remote controls to the RUN position.

Loosen Screw "A". Pivot plate "B" counterclockwise and hold. Move lever "C" to left. Tighten screw "A" securely.

When the governor is properly set the carburetor throttle lever will be in a wide open position when the controls are set for starting.

The governor spring is to be anchored in the bottom center hole (D) of plate "B". Do not stretch or cut the governor spring. Above adjustments will correct any variations in governor control (diag. 55).

1. Setting Variable Speed Adjusting Screw. Before attaching the bowden wire, set the engine for maximum R.P.M. (See Mfg. specifications) with engine running. Use a good tachometer. Move lever "A" clockwise until lower end strikes the adjusting screw at position "1" (diag. 56).

Loosen lock nut on adjusting screw and turn in to decrease R.P.M. Turn out to increase R.P.M.

CAUTION: DO NOT EXCEED

RECOMMENDED R.P.M.

2. Adjusting Fixed Speed. The fixed speed adjusting screw is the optional position "2". Adjust it by starting the engine, then loosening the locknut. Turn the screw in to increase R.P.M. and out to decrease R.P.M.

VARIABLE SPEED

"B"

TURN CCW

GOVERNOR ADJUSTING SCREWS

FIXED SPEED

Adjusting screw fixed speed position "2" optional

Adjusting screw variable speed position "1" standard

"C"

"A"

(HIGH)

(LOW)

(HIGH)

(LOW)

IDLE

(CW)

PIVOT POINT

GOVERNOR SPRING

"D"

FAST

HOLE "B"

"A" LEVER

PIVOT

(CW)

MOVE TO "RUN" POSITION

BOWDEN WIRE CLAMP "B"

HOLE "C"

BOWDEN WIRE CLAMP "C"

NOTE: The TVT-control system is shown only in the 696325 Technician's manual.

Switches, Sensors, and Solenoids

Low Oil Shutdown Switches

Check the LOS switch while it is in the engine. The engine must be level, and the oil level at the full mark. Place the speed control in the run position. Remove the spark plug wire from the spark plug. Install a gap type tester connected to the spark plug wire and a good engine ground. Spin the engine over using the electric or recoil starter. A bright blue spark should be seen at the tester. If not, remove the blower housing and disconnect the LOS lead from the ignition module. Reinstall the blower housing and spin the engine over. If spark occurs now, replace the LOS switch. If no spark is seen, replace the ignition module (diag. 57).

Low Oil Shutdown Indicator Light

If equipped, the indicator light will flash if the oil level is at or below the add mark when the engine is turned over while attempting to start. Test by turning the engine over with the oil level below the add mark. If the indicator light does not flash, replace the indicator light (diag. 58).

Low Oil Pressure Sensor

Test the sensor on a running engine using an ohmmeter or continuity tester with one test lead connected to the sensor terminal and the other to an engine ground. An open circuit should be found with the engine running and continuity should exist when the engine is shut off. If continuity is found or the oil pressure indicator is on at low engine R.P.M.'s, remove the sensor and install a master oil pressure gauge. The oil pressure of a running engine should be 7 p.s.i. (.500 bar) or higher, if lower an internal engine problem exists (diag. 59).

OIL SHUTDOWN SWITCH

GREEN IDENTIFICATION MARK

TO IGNITION

TO LOW OIL SENSOR

Switches, Sensors, and Solenoids - continued

Low Oil Sensor

This sensor must use a #194 bulb, resistance of the bulb MUST be .27 ampere in series with the sensor for proper operation and to prevent sensor damage. Remove the sensor from the engine and attach the electrical plug. Attach a jumper lead from an engine ground to the threaded portion of the sensor. Place the keyswitch in the run position. The indicator light should come on with the tip of the sensor in air (uncovered) and go off when oil covers the sensor tip. The response time of the sensor is between 5 and 15 seconds with 13 volts D.C. at the battery. Lower battery voltage will result in a longer response time. Use teflon-type pipe sealant on the sensor threads to prevent oil leakage when reinstalling (diag. 60).

Fuel Shutdown Solenoids

If the engine is running, the solenoid can be checked by removing the electrical plug-in at the base of the solenoid. Almost immediately the engine should shutdown, if not replace the solenoid (diag. 61).

Test the solenoid off the carburetor by applying 12 volt D.C. from the battery positive terminal to a solenoid terminal. Connect a jumper wire from the metal housing (or other terminal) to a negative battery terminal. The plunger should retract the full travel distance. Disconnect the negative jumper lead and the plunger should return to the extended position. Replace if necessary (diag. 61).

On/Off Switches

Engine On/Off Rocker Switch

TERMINAL

SPACER

SINGLE

DOUBLE

Lighted Engine On/Off Rocker Switch w/ Low Oil Shutdown

2 3 L

TO GROUND

L TO LOW OIL SENSOR

2 TO IGNITION

2 TERMINALS 3 TERMINALS

Wiring

CONDITION. All wiring must be fully insulated between connection points, securely fastened and free of

foreign material (such as rust and corrosion) at the connection points. This is especially important in the use of batteries where much of the potential may be lost due to loose connections or corrosion. Remember to check the insulation on the wire. All it takes is a pin hole for a wire to "ground out" on the engine or frame. This is of special concern when moisture or water is present. This may cause the engine to run erratically or be impossible to start.

WIRE GAUGE: Proper thickness of wire is necessary in all electrical circuits. Wire diameter is measured in increments of gauge numbers. The larger the number, the smaller the diameter of the wire. The smaller the number, the larger the diameter of the wire.

1. Starter circuit wiring must be rated at #6 or lower gauge number.

2. Charging circuit wiring must be rated at #16 or lower gauge number. (20 amp system requires #14 or lower gauge number).

3. Magneto circuit wiring (ground circuit) must be rated at #18 or lower gauge number.

Color Codes

Tecumseh Products Company standard wiring color codes effective August, 1992 are as follows:

Code Product

Yellow - Alternator A.C. Leads Red - Alternator D.C. + Leads Brown - Alternator D.C. - Leads Black - Alternator Ground Leads, Battery Ground Leads Orange - 12 Volt Starter B + Leads Dark Green - Ignition Shut-Off Leads

NOTE: Prior to August 1992, wire codes changed according to model and specification numbers.

Ammeters

An ammeter is used to measure the rate of current flow from the alternating system to the battery. If no current flow is indicated by the ammeter, remove the ammeter from the circuit and check all other components in the system. Use the ohmmeter to check continuity across the ammeter. If no continuity exists, replace the ammeter.

Diodes

In order to charge a battery it is necessary to convert alternating current (A.C.) to direct current (D.C.) This is accomplished by using a diode or rectifier. Using a single diode will make use of one half of the A.C. signal and is known as HALF WAVE RECTIFICATION. This is acceptable in certain applications. In certain situations it is necessary to make use of the entire A.C. signal. To accomplish this we use multiple diodes in a bridge configuration which produces FULL WAVE RECTIFICATION.

ANODE

DIRECTION OR FLOW OF CURRENT

CATHODE

BAND OR OTHER MARKING INDICATES CATHODE END

Solenoids

A solenoid is a heavy duty switching mechanism used to handle large amounts of current. It consists of a heavy strip of metal activated by an electromagnet. The metal strip connects two contact points and "makes" or "breaks" the electric circuit. Because the metal strip is heavier than most switch contacts, it does not pit or burn away as lighter switch contacts will.

A.C. INPUT

(+) VOLTAGE (D.C.)

The full wave rectifier makes use of the entire A.C. signal, converting it to D.C.

GROUNDED SOLENOID

To test a grounded solenoid, connect positive (+) solenoid terminal (next to solenoid ground) to the positive (+) battery terminal. Connect negative ground (-) terminal of the solenoid to the negative (-) battery terminal. If solenoid is in good condition, the plunger will "snap" and close the main contacts (diag. 64).

NOTE:With a grounded solenoid, battery B+ is

supplied to activate. With insulated solenoid, battery B- is supplied to activate.

To test an insulated solenoid, connect the terminal marked "B" to the positive (+) battery terminal. Connect terminal marked "G" to the negative (-) battery terminal. If the solenoid is in good condition, the plugger will "snap" and close the main contacts.

START POSITION CIRCUIT CLOSED

INSULATED SOLENOID

START POSITION CIRCUIT CLOSED

RUNNING AND STOP POSITION

RUNNING AND STOP POSITION CIRCUIT

Key Switches

Switches are the common point on the vehicle where most of the wiring centrally comes together. There are many varieties of switches available. Replace damaged or failed switches according to the equipment manufacturer's specifications. NEVER substitute an automotive switch for a switch replacement on a small engine application, or a switch from an engine with a battery ignition.

The more common switches are shown below:

A. B. C. D.

E. F.

IMPORTANCE OF USING CORRECT SWITCH

Some switches are too small to take the continual "make" and "break" without burning the electrical contacts. This is when it is advisable to install the recommended manufacturers switch.

***NOTE: WARRANTY IS VOID FOR THE

ENGINE COMPONENTS BEING BURNED OUT DUE TO A FAULTY SWITCH.

EXAMPLE:

Continuity Check for Switches

NOTE: This is only a generic test, manufacturer's may differ in switch terminals and functions.

Continuity w / key

in start position

in off position

Switch A

Connect Ohmmeter Leads to:

S & G X

M & G X

M & S X

Switch B (metal case)

Connect Ohmmeter Leads to:

S & G X

S & B X

S & A, S & metal case X

M & B X

M & A, M & metal case X

B & A X B & metal case X A & metal case X

with 5th terminal

R & S, R & M X

R & B, R & A X

R & metal case X

Switch C

Connect Ohmmeter Leads to:

A & S X

A & M, A & G (3) X

A & R, A & B X

S & M, S & R, S & G (3) X

S & B X

M & R, M & B X

M & G (3) X

R & G (3) X

R & B X

B & G (3) X

key position

NO Continuity in

Continuity w / key

any

in run position

Continuity w / key

Switch D (metal case)

Connect Ohmmeter Leads to:

S & B X

M & Switch Case X

M & B X M & S X

Switch E

Connect Ohmmeter Leads to:

M & S X M & B X M & G X

M & L X S & B X S & G X

S & L X G & L X

B & G X

B & L X X

Switch F

Connect Ohmmeter Leads to:

A & G X A & B X

A & M X

A & S X G & B X

G & M X

G & S X

B & M X

B & S X

M & S X

Continuity w / key

in start position

in off position

key position

NO Continuity in

Continuity w / key

any

in run position

34960 34990

35493

350 Milliamp

Red

Black

1 AMP (18 WATT) A.C. - ADD-ON ALTERNATOR

611077 (Alternator Only)

ALTERNATOR SHAFT

D.C. CONNECTOR

Red

ENGINE

CENTERING TUBE

A.C. CONNECTOR

Yellow

RECOIL STARTER

ADD-ON ALTERNATOR

18 Watt A.C. Lighting

611111

3 Amp D.C.

Yellow wire under sleeve

Brown

SELF-TAPPING SCREWS

3 Amp A.C.

Green

Black

Red

610981

3 Amp A.C.

Red

Green

610968

Yellow - Alternator A.C. Leads Red - Alternator D.C. (+) Leads Brown - Alternator D.C. (-) Leads

Green

Yellow

Black - Alternator Ground/Battery Ground Orange - 12 Volt Starter (+) Leads Dark Green - Ignition Shut-off Leads

Green

611095

Charging System Charging System - continued

2 and 3 Amp D.C.

3 Amp D.C.

3 Amp

2 Amp

(requires optional flywheel)

3 Amp D.C. - 5 Amp A.C.

611116 (3 Amp)

Red

Diode

Red

Yellow

Red

Diode

Red

Diode

Green

611113

5 Amp D.C.

Green

Yellow

Red

Yellow

7 Amp D.C.

610818

*Uses regulator/rectifier 610749

611104

Green

Yellow

Yellow - Alternator A.C. Leads Red - Alternator D.C. (+) Leads Brown - Alternator D.C. (-) Leads

Red

*Uses regulator / rectifier 611175A

7 Amp D.C.

610975

*Uses regulator / rectifier 610938

Black - Alternator Ground/Battery Ground Orange - 12 Volt Starter (+) Leads Dark Green - Ignition Shut-off Leads

Green

Yellow

611176

Yellow

Red

Charging System - continued

7 Amp D.C.

611097

Green

Red

*Uses regulator/rectifier 611098; an open circuit D.C. voltage

check cannot be made.

Yellow

Red

Yellow

Green

10 Amp D.C.

610761

Green

Yellow

Green

Yellow

Black

7 Amp D.C.

611256

Green

Yellow

Green

Red

Yellow

10 Amp Alternator

611159

Yellow

Red

Yellow

Green

Yellow

*Uses regulator/rectifier 610749

12 Amp D.C.

Yellow

Red

Green

7 Amp 611098

Yellow

Red

Yellow

Green

Regulator/Rectifiers

5 Amp, 7 Amp

611175

20 Amp Alternator

610902

Yellow

*Uses regulator/rectifier 610996 or 610907A; depending on spec

number an open circuit D.C. voltage check cannot be made.

Green

Yellow

Green

Red

Yellow

Red

Green

Yellow

Black

5 Amp, 7 Amp

611175A

7 Amp 610938

Yellow - Alternator A.C. Leads Red - Alternator D.C. (+) Leads

7 Amp, 10 Amp

610749

Brown - Alternator D.C. (-) Leads Black - Alternator Ground/Battery Ground

Yellow

20 Amp

610996

610907A

Yellow

Orange - 12 Volt Starter (+) Leads Dark Green - Ignition Shut-off Leads

Yellow

Dot

12 Amp

611274

CAUTION: When testing Alternator/Charging System:

DO NOT disconnect positive lead(s) from the battery while the engine is running. With the engine

stopped, disconnect lead(s), then perform test and stop engine before re-connecting. Connecting or disconnecting while the engine is running will send a voltage surge through the regulator, causing damage.

Testing Procedures

D.C. Charging Adaptor

Rectifier Bridge Check With Ohmmeter for D.C. Adaptor

Continuity should exist during one of the two following tests. No continuity should exist while performing the opposite test.

If continuity exists during both tests, or if no continuity exists during both tests, the D.C. adaptor is defective.

A.C. TERMINALS

TEST NO. 1 - Connect negative probe of meter to red output lead. Connect positive probe of meter to both A.C. terminals and black output lead (diag. 66).

2000 R.P.M. - 8.0 Volts A.C. 3000 R.P.M. - 10.5 Volts A.C. 3600 R.P.M. - 12.0 Volts A.C.

TEST NO. 2 - Connect positive probe of meter to red output lead. Connect negative probe of meter to both A.C. terminals and black output lead.

Black

Red

#4414 BULB

Connect negative probe of meter to black output lead. Connect positive probe of meter to both A.C. terminals and red output lead.

If the D.C. adaptor is not defective and a known good battery fails to hold a charge, then perform an A.C. output voltage test.

NOTE: PRIOR TO AUGUST 1992, THE BLACK WIRE WAS BROWN.

CHECKING THE SYSTEM: To check the system, disconnect the D.C. adaptor from the add-on alternator.

Connect a No. 4414, 18 watt bulb in line with each terminal in the alternator. Start engine and test circuit using an A.C. voltmeter as shown.

With the engine running, minimum A.C. voltage values across the bulb should be: 2000 R.P.M. - 8.0 Volts A.C. 3000 R.P.M. - 10.5 Volts A.C. 3600 R.P.M. - 12.0 Volts A.C.

If the minimum values are noted, alternator is okay. If the minimum values are not noted, the alternator or A.C. connector is defective.

350 Milliamp Charging System

CHECKING THE SYSTEM: The battery must be in

the circuit to perform the test properly. Set the voltmeter to the 0-20 D.C. volt scale. Connect a voltmeter across the battery. The voltmeter should read battery voltage. Start the engine. With the engine running, there should be an increase in the voltage reading. If there is no change in the voltage reading, the alternator is defective and should be replaced (diag. 67).

(-) ENGINE GROUND

MAGNETO GROUND (GREEN)

(+) POSITIVE LEAD

D.C. OUTPUT LEAD (RED)

18 Watt A.C. Lighting Alternator Models H35, HS & HSSK 40-50, HM & HMSK 70-80100

CHECKING THE SYSTEM: To check the system,

disconnect the plug from the rest of the lighting system. Connect a wire lead from the single pin connector coming out of the engine to one terminal of a No. 4414, 18 watt bulb. Connect another wire to the remaining terminal of the bulb and run it to a good ground on the engine. Start the engine and test the circuit using the A.C. voltmeter as shown (diag. 68).

With the engine running the minimum A.C. voltage across the bulb should be:

2000 R.P.M. - 6.0 Volts A.C. 3000 R.P.M. - 8.5 Volts A.C. 3600 R.P.M. - 10.0 Volts A.C. If minimum values are noted, the alternator is okay.

If less than the minimum values, the alternator is defective.

BATTERY GROUND (BLACK)

BLACK

ELECTRIC STARTER LEAD (ORANGE)

RED

ENGINE

YELLOW

#4414 BULB

35 Watt A.C.

Before making any exterior tests, check for an inoperative switch, shorted wires and burned out headlight and/or stop tail light. To check out the alternator, check the A.C. lead to ground at each yellow wire (diag. 69).

With engine running, minimum values should read: 2500 R.P.M. - 8.0 Volts A.C. 3000 R.P.M. - 9.5 Volts A.C. 3300 R.P.M. - 10.5 Volts A.C. 3600 R.P.M. - 11.5 Volts A.C.

If the above minimum readings are noted, the alternator is okay. Check for defective lights, wiring or switches, if less than the above readings, the alternator is defective.

NOTE: ON OLDER POINT IGNITION SYSTEMS,

THE A.C. OUTPUT LEADS ARE BLACK AND RED.

A.C.

YELLOW

GREEN IGNITION STOP

YELLOW

1 Amp (18 Watt) Add-on Alternator

CHECKING THE SYSTEM: To check the system,

disconnect the plug from the rest of the lighting system. Connect a No. 4414, 18 watt bulb in line with each terminal in the plug. Start the engine and test the circuit using a voltmeter as shown (diag. 70).

With the engine running the minimum A.C. voltage values across the bulb should be:

2000 R.P.M. - 8.0 Volts A.C. 3000 R.P.M. - 10.5 Volts A.C. 3600 R.P.M. - 12.0 Volts A.C.

If minimum values are noted, the alternator is okay. If the minimum values are not noted, the alternator or A.C. connector is defective.

Yellow

#4414 BULB

2.5 Amp D.C., 35 Watt Lighting

If output is below standard listed, pull back protective coating in front of the diode and check A.C. output. If A.C. is good check each diode it services as required (diag. 71).

TWO DIODES

D.C.

D.C. value (+) or (-); check both sides of A.C. outputs.

R.P.M. D.C. Volts R.P.M. Volts A.C.

2500 - 8.0 Volts D.C. 2500 - 18 Volts A.C. 3000 - 9.5 Volts D.C. 3000 - 22 Volts A.C. 3300 - 10.5 Volts D.C. 3600 - 26 Volts A.C. 3600 - 11.5 Volts D.C.

NOTE: These minimum numbers should be

obtained by your meter and will often be higher.

2 and 3 Amp DC Alternator System - Diode in Harness Models: H30-35, HS40, H50-60, HH50-60, HM70-80-100, HMSK, HHM80, HSK, HSSK, Rotary Mower Engines

This system has a diode included in the red wire which converts the alternating current (A.C.) to direct current. The direct current (D.C.) is used to provide a trickle charge for the battery. The leads from the alternator and the type of connector may vary, but the output readings will be the same.

RED

D.C. NEGATIVE OUTPUT LEAD (BROWN D.C.)

D.C. POSITIVE OUTPUT LEAD (RED D.C.)

D.C.

A.C.

Green

Red

GROUND

PROBE (+)

CHECKING THE SYSTEM: Remove the fuse (if equipped) from the fuse holder and check the fuse to make certain it is good. If faulty, replace with a six (6) AMP fuse.

To check D.C. output, separate the connectors at the engine. Place the probe (+) in the red wire lead connector. Ground the other probe to the engine (diag. 72).

With the engine running the minimum values should read:

2500 R.P.M. - 8.0 Volts D.C. 3000 R.P.M. - 9.5 Volts D.C. 3300 R.P.M. -10.5 Volts D.C. 3600 R.P.M. -11.5 Volts D.C.

If these minimum readings are noted, the system is okay. Check for bad battery, ammeter, wiring, etc.

(Continued on Next Page)

DIODE

PROBE (+)

Green

Red

If less than the above readings, proceed in making an A.C. output check by pulling back the protective coating from the fuse holder and diode. Using an A.C. voltmeter, check voltage from a point between the engine and the diode as shown in the diagram (diag. 73).

With the engine running the minimum values should read:

2500 R.P.M. - 18.0 Volts A.C. 3000 R.P.M. - 22.0 Volts A.C. 3300 R.P.M. - 24.0 Volts A.C. 3600 R.P.M. - 26.0 Volts A.C.

If low or no voltage is experienced, replace the alternator. If the alternator puts out the minimum A.C. voltage, replace the diode.

3 Amp D.C. Alternator System - Rectifier Panel

This 3 amp system is readily identified by the rectifier panel in the circuit. The panel includes two diodes and a fuse for overload protection. The rectifier panel does not regulate the output of this system.

CHECKING THE SYSTEM: Check the fuse to determine if it is good. A continuity light or ohmmeter can detect a faulty fuse. Replace with a six (6) amp fuse if necessary. Determine if the diodes are functioning properly. A continuity light may be used to check diodes (diag. 74).

When replacing the diode in the rectifier panel, locate the undercut on one end of the diode and match it to the detent on terminal clip of the rectifier panel.

Test the D.C. output of the rectifier panel as follows:

Disconnect the battery lead from the terminal of the rectifier panel. Use a D.C. voltmeter probe on the + battery terminal (diag. 75). Connect negative lead to engine ground.

Minimum values should read: 2500 R.P.M. - 12.0 Volts D.C. 3000 R.P.M. - 14.0 Volts D.C. 3300 R.P.M. - 16.0 Volts D.C. 3600 R.P.M. - 18.0 Volts D.C. If these minimum readings are noted, the system is

okay. Check for bad battery, ammeter, wiring, etc. If reading is less, proceed to make an A.C. output

check. With the battery lead disconnected from rectifier panel, probe the A.C. terminals with the voltmeter on the A.C. scale (diag. 76).

Green

Yellow

PROBE

D.C. VOLTMETER

Yellow

FUSE

TO ENGINE

GROUND

(Continued on Next Page)

Minimum values should read: 2500 R.P.M. - 24.0 Volts A.C. 3000 R.P.M. - 29.0 Volts A.C. 3300 R.P.M. - 32.0 Volts A.C. 3600 R.P.M. - 35.0 Volts A.C.

If less than above output, generating coil assembly is defective.

RECTIFIER PANEL MOUNTED ON ENGINE

A.C.

VOLTMETER

NOTE: If there is no regulator in this system. The

total output of the two diodes is three (3)

FUSE

AMPS. If the battery is overcharging (boiling and bubbling), reduce the D.C. input by one-half by removing one of the diodes.

3 Amp D.C. 5 Amp A.C. Alternator Models OVM/OVXL 12.5, OHV12.5-17.0

This unit combines a 3 Amp D.C. system used to charge a battery and a 5 Amp A.C. system used for lighting. Located in the red wire of the harness is a diode which converts the alternating current to direct current for charging the battery. The yellow wire provides the A.C. voltage for the lighting circuit.

A wire harness (part# 36588) may be added to the 3 Amp D.C./5 Amp A.C. charging system to power an electric clutch without the use of a battery. Test the diode in the harness by doing a continuity test (diag. 77).

Replace the diode if continuity exists after reversing tester leads or if no continuity is found.

RED LEAD

BLACK LEAD

DIODE

3 AMP D.C.

5 AMP A.C.

CHECKING THE SYSTEM: To check the system, disconnect the plug and measure the D.C. voltage at the red wire terminal (diag. 75). Measure the A.C. voltage at the yellow wire terminal. With the engine running the minimum values should be:

(Continued on Next Page)

MODELS OVM/OVXL/OHV 3 Amp D.C. (Red wire)

2500 R.P.M. - 8.0 Volts D.C. 3000 R.P.M. - 11.0 Volts D.C. 3600 R.P.M. - 13.0 Volts D.C.

5 Amp A.C. (Yellow wire)

2500 R.P.M. - 8.5 Volts A.C. 3000 R.P.M. - 11.0 Volts A.C. 3600 R.P.M. - 13.0 Volts A.C.

Red

DIODE

Yellow

MODELS OHV 13.5 - 17.0 (3/5 Amp split) 3 Amp D.C. (Red wire)

2500 R.P.M. - 6.5 Volts D.C. 3000 R.P.M. - 9.0 Volts D.C. 3600 R.P.M. - 11.0 Volts D.C.

5 Amp A.C. (Yellow wire)

2500 R.P.M. - 15.0 Volts A.C. 3000 R.P.M. - 18.0 Volts A.C. 3600 R.P.M. - 22.0 Volts A.C.

If the above minimum values are noted, the system is okay. Check for defective lights, wiring or switches. If less than above values are noted, pull back the protective shrink tubing from the diode. Using an A.C. voltmeter, check the voltage between the alternator and diode as shown (diag. 79). If low or no voltage is experienced, replace the alternator.

D.C.

A.C.

DIODE

Red

Yellow

DIODE

A.C.

(Continued on Next Page)

Models OVM/OVXL/OHV (Read between Engine and Diode, diag. 81 &

82)

With the engine running the minimum values should

A.C.

read: 2500 R.P.M. - 20.0 Volts A.C. 3000 R.P.M. - 25.0 Volts A.C.

Red

3300 R.P.M. - 26.5 Volts A.C. 3600 R.P.M. - 29.0 Volts A.C.

DIODE

Models OHV13.5-17.0 (Read between Engine and Diode)

Yellow

2500 R.P.M. - 17.0 Volts A.C. 3000 R.P.M. - 21.0 Volts A.C. 3600 R.P.M. - 24.5 Volts A.C. If low or no voltage is experienced, replace the

alternator. If the alternator puts out the minimum A.C. voltage, replace the diode.

3 Amp D.C. 5 Amp A.C. Alternator Models: H & HSK 50-60, HH50-60, HM & HMSK 70-8090-100, TVM125-140-170-195-220, TVXL195-220

CHECKING THE SYSTEM: To check the system, disconnect the plug and measure the D.C. voltage at the red wire terminal (diag. 82). Measure the A.C. voltage at the yellow wire terminal. With the engine running the minimum values should be:

3 Amp D.C.

2500 R.P.M. - 8.0 Volts D.C. 3000 R.P.M. - 11.0 Volts D.C. 3600 R.P.M. - 13.0 Volts D.C.

5 Amp A.C.

2500 R.P.M. - 8.0 Volts A.C.

D.C.

Yellow

Red

DIODE

3000 R.P.M. - 11.0 Volts A.C. 3600 R.P.M. - 13.0 Volts A.C.

If the above minimum values are noted, system is okay. Check for defective lights, wiring or switches. If less than above values are noted, pull back the protective shrink tubing from the diode. Using an A.C. voltmeter, check the voltage between the alternator and diode as shown (diag.83).

(Continued on Next Page)

All Models

With the engine running the minimum values should read:

2500 R.P.M. - 20.0 Volts A.C. 3000 R.P.M. - 25.0 Volts A.C. 3300 R.P.M. - 26.5 Volts A.C. 3600 R.P.M. - 29.0 Volts A.C.

If low or no voltage is experienced, replace the alternator. If the alternator puts out the minimum A.C. voltage, replace the diode.

DIODE

Red

A.C.

Yellow

3 Amp A.C. Lighting Alternator Models: H & HSK 30- 35, HS & HSSK 40, H & HSK 50-60, HH50-60, HM & HMSK 70-80-100, HHM80

With engine running the minimum values should read:

2500 R.P.M. - 8.0 Volts A.C. 3000 R.P.M. - 9.5 Volts A.C. 3300 R.P.M. - 10.5 Volts A.C. 3600 R.P.M. - 11.5 Volts A.C.

HEAD & TAIL LIGHT

STOP LIGHT

Yellow

Green

Yellow

IGNITION GROUND

If the above minimum readings are noted, the alternator is okay. Check for defective lights, wiring or switches. If less than the above readings, the alternator is defective.

NOTE: ON OLDER POINT IGNITION SYSTEMS, THE A.C. OUTPUT LEADS ARE BLACK AND RED.

5 Amp Alternator System Regulator-Rectifier Under Blower Housing

CHECKING THE SYSTEM: An open circuit D.C.

voltage check cannot be made with this system. If a known good battery fails to maintain a charge, proceed in making an A.C. voltage test.

YELLOW

To do this, the blower housing must be removed, and the regulator-rectifier must be brought outside of the blower housing.

Disconnect the red D.C. output connector at the wiring harness (not at the regulator/rectifier) and connect the probes from an A.C. voltmeter to the wire terminals at the regulator-rectifier (diag. 85).

CAUTION: AT NO TIME SHOULD THE ENGINE BE STARTED WITH THE BLOWER HOUSING REMOVED.

With the engine running the minimum values should read:

2500 R.P.M. - 19.0 Volts A.C. 3000 R.P.M. - 23.0 Volts A.C. 3300 R.P.M. - 26.0 Volts A.C. 3600 R.P.M. - 28.0 Volts A.C.

If the minimum values are noted; the regulatorrectifier is defective. If less than above readings, the alternator is defective.

RED

NOTE: D.C. OUTPUT MUST BE DISCONNECTED TO PERFORM A.C. OUTPUT TEST.

A.C. VOLTMETER

CAUTION: BLOWER HOUSING MUST BE INSTALLED WHEN RUNNING ENGINE

7 Amp Alternator System Regulator-Rectifier External to Engine

CHECKING THE SYSTEM: To check the system,

disconnect the D.C. or B (+) wire at the switch end and measure D.C. voltage between the lead and ground (diag. 86).

With the engine running the minimum values should read:

2500 R.P.M. - 9.0 Volts D.C. 3000 R.P.M. - 11.0 Volts D.C. 3600 R.P.M. - 14.0 Volts D.C. If the minimum readings are noted, system is okay.

B + TERMINAL WIRE

D.C. VOLTMETER

REGULATOR/RECTIFIER MUST BE GROUNDED

(Continued on Next Page)

Check for a defective ammeter, wiring, etc. If less than the above readings, disconnect the plug from the regulator-rectifier, and insert the A.C. voltmeter probes in the two outside terminals (diag. 87).

With the engine running the minimum values should

A.C.

read: 2500 R.P.M. - 12.0 Volts A.C. 3000 R.P.M. - 14.0 Volts A.C. 3600 R.P.M. - 18.0 Volts A.C.

If the minimum readings are noted, the regulatorrectifier is defective. If less than the above readings, the alternator is defective.

7 Amp Alternator System Regulator-Rectifier Under Engine Block Housing, Models: H50-60, HH50-60, HM70-80-100, HHM80, TVM125-140-170-195-220

In this system, the regulator and rectifier are combined in one solid state unit mounted under the blower housing of the engine.

Various types of regulator-rectifiers have been used on different applications. Test procedures for all types are the same. However, regulator styles are not interchangeable (diag. 88).

MAGNETO GROUND - GREEN

CHECKING THE SYSTEM: An open circuit D.C. voltage check cannot be made with this system. If a known good battery fails to maintain a charge, proceed in making an A.C. voltage test.

To do this, the blower housing must be removed, and the regulator-rectifier must be brought outside of the blower housing.

Keep the A.C. leads attached to the regulatorrectifier. Install the blower housing with the regulatorrectifier outside the housing. With an A.C. voltmeter probe the regulator as shown (diag. 89).

CAUTION: AT NO TIME SHOULD THE ENGINE BE STARTED WITH THE BLOWER HOUSING REMOVED.

With engine running, minimum A.C. voltage from lead to lead should be:

2500 R.P.M. - 16.0 Volts A.C. 3000 R.P.M. - 19.0 Volts A.C. 3300 R.P.M. - 21.0 Volts A.C. 3600 R.P.M. - 23.0 Volts A.C. If the minimum readings are noted, the alternator is

okay. If the system fails to charge a known good battery, the regulator-rectifier must be defective.

CAUTION: BLOWER HOUSING MUST BE INSTALLED WHEN RUNNING ENGINE

D.C. OUTPUT LEAD-RED

INSERT PROBES INTO CONNECTOR SLOTS. DO NOT REMOVE CONNECTOR WIRES

YELLOW

RED

A.C. VOLTMETER

10 Amp A.C. Alternator

CHECKING THE SYSTEM: Unplug the connector

at the wiring harness supplied by the OEM. Proceed to make an A.C. output check. Place one lead of the A.C. voltmeter into the center of the connector. Place the other lead to engine ground (diag. 90).

With the engine running the minimum values should read:

A.C. OUTPUT YELLOW

2500 R.P.M. - 16.0 Volts A.C. 3000 R.P.M. - 20.0 Volts A.C. 3300 R.P.M. - 22.0 Volts A.C. If less than above output, the alternator assembly is

defective.

10 Amp Alternator System - Regulator - Rectifier-External to Engine

A.C.

In this system, the regulator and rectifier are combined in one solid state unit.

CHECKING THE SYSTEM: To check the system, disconnect the D.C. or B (+) wire at the switch end and measure D.C. voltage between the lead and ground (diag. 91).

With the engine running the minimum values should read:

2500 R.P.M. - 13.0 Volts D.C. 3000 R.P.M. - 16.0 Volts D.C. 3600 R.P.M. - 20.0 Volts D.C.

If the minimum values are noted, the system is okay. Check for a defective ammeter, wiring, etc. If less than the above readings, disconnect the plug from the regulator-rectifier, and insert the A.C. voltmeter probes in the two outside terminals (diag. 92).

With the engine running the minimum values should read:

2500 R.P.M. - 16.0 Volts A.C. 3000 R.P.M. - 19.0 Volts A.C. 3600 R.P.M. - 24.0 Volts A.C.

D.C. VOLTMETER

B + TERMINAL WIRE

REGULATOR/RECTIFIER MUST BE GROUNDED

A.C.

If the minimum readings are noted, the alternator is okay.

16 Amp Alternator System with External Regulator

CHECKING THE SYSTEM: An open circuit D.C.

voltage check cannot be made with this system. If a known good battery fails to maintain a charge, proceed in making an A.C. voltage test.

Disconnect the red D.C. output connector at the wire harness and connect the probes from an A.C. voltmeter to the wire terminals at the regulatorrectifier (diag. 93).

With the engine running the minimum values should read:

2500 R.P.M. - 21 Volts A.C. 3000 R.P.M. - 26.5 Volts A.C. 3600 R.P.M. - 31.0 Volts A.C.

If the minimum values are noted, the alternator is operating properly. If less than the above values are noted, the alternator is defective.

D.C. OUTPUT - RED

SOLENOID

GREEN

MAGNETO GROUND

FUSE

REGULATED D.C. OUTPUT

YELLOW

NOTE: D.C. OUTPUT MUST BE DISCONNECTED TO PERFORM A.C. OUTPUT TEST.

BATTERY

AMMETER

RED

SWITCH

LIGHT

20 Amp Alternator System

In this system, the regulator and rectifier are combined in one solid state unit which is mounted into the blower housing of the engine.

CHECKING THE SYSTEM: An open circuit D.C. voltage check cannot be made. If a known good battery fails to maintain a charge, proceed to make an A.C. voltage test.

Disconnect the plug leading to the regulator rectifier, and insert the A.C. voltmeter probes into the two outside terminals.

With the engine running the minimum values should read:

2500 R.P.M. - 32.0 Volts A.C. 3000 R.P.M. - 38.0 Volts A.C. 3600 R.P.M. - 45.0 Volts A.C.

If the minimum readings are noted, alternator is okay. If the system fails to charge a known good battery, regulator-rectifier must be defective.

YELLOW (A.C. LEAD)

YELLOW

RECT./REG.

GREEN (MAGNETO SHUT-OFF)

YELLOW (A.C. LEAD)

A.C.

YELLOW

GREEN

RED

GREEN (MAGNETO SHUT-OFF)

RED (D.C. WIRE)

Typical Wiring Circuits

3 Amp D.C. / 5 Amp A.C. Alternator

Magneto Ground

Yellow

Red

Starting Motor

Solenoid

Battery

Ammeter

Diode

A.C. Output Lead Yellow

(2) Headlights

View A-A

Switch

D.C. Output Lead Red

A.C. Output

D.C. Output

Key Switch

(-)

BATTERY

3 Amp Alternator (D.C.)

Magneto Ground Lead (Green)

6 Amp Fuse on Some Early Models

View A-A

(+)

Diode

HEAVY DUTY KEY SWITCH OFF-MAGNETO TO GROUND RUN-MAGNETO OPEN START-

BATTERY TO STARTER

D.C. Output Lead (Red)

Green Insulation

Red Insulation

Typical Wiring Circuits - continued

5 Amp Alternator System

Magneto Ground

Battery

D.C. Output Red

Solenoid

Ammeter

Light, etc.

D.C (+)

Switch

Fuse

Key Switch

7 AMP ALTERNATOR SYSTEMS

EXTERNAL REGULATOR-RECTIFIER

D.C. (+)

View A-A

A.C. Yellow

Light, etc.

Switch

A.C. Yellow

A.C. A.C.

B+

Regulator/Rectifier

Magneto Ground Green

Yellow

(+)

Battery

(-)

Ammeter

Green

Solenoid

A.C. Output

Battery - Red View B-B

7 AMP & 12 AMP D.C.

REGULATED ALTERNATOR

Provided by Tecumseh, Regulator/ Rectifier Mounted and Located Under Blower Housing

Battery

Green

Red

Solenoid

Ammeter

Switch

(+)

Light, etc.

A M

Magneto Ground

Key Switch

D.C. (+)

Typical Wiring Circuits - continued

10 AMP ALTERNATOR SYSTEMS

A.C. (Yellow Leads)

Key Switch

(+)

Light, etc.

Switch

R S

Battery

Yellow

Green

Solenoid

Ammeter

Magneto Ground (Green)

A.C.

B+

Regulator/ Rectifier

A.C. Output

Remote Stop Terminal

Starting Motor

Magneto Ground

A.C. Output Yellow

12 V. Battery

Solenoid

(+)

(-)

(+)

Diode

Resistor 1 Ohm 20 Watt

Ammeter

Light Switch

Starter Key Switch

(2) Headlights

Double Pole Double Throw Switch

(+)

Electric Clutch

Fuse

Regulated D.C. Output

D.C. Output Red

Green

Magneto Ground

Battery

16 AMP ALTERNATOR SYSTEMS

Solenoid

Light

Ammeter

(+)

Switch

A M

Typical Wiring Circuits - continued

20 AMP ALTERNATOR SYSTEMS

Magneto Ground (Green)

Yellow

A.C. Output (Yellow)

Battery

Provided by Tecumseh, Regulator/Rectifier Mounted and Located Under Blower Housing

Green

Solenoid

Ammeter

(+)

Green

Switch

D.C. (+)

Magneto Ground

Light, etc.

Magneto Ground Lead (Green)

Fuse

D.C. Output Lead (Red)

View A-A

A.C.

Regulator/ Rectifier

A.C.

B+

Battery

Solenoid

Ammeter

Red

(+)

Light, etc.

Magneto Ground

D.C. (+)

Switch

(+)

Fuse

Peerless Identification

RIGHT ANGLE DRIVES

600 SERIES

810 SERIES 801 SERIES

A or B

100 SERIES

700 SERIES

A or B

900 SERIES 920 SERIES 930 SERIES

A or B

1100 SERIES

1200 SERIES

A or B

2600 SERIES

910 SERIES

2800 SERIES

915 SERIES

2300 SERIES

A 2400 SERIES

A or B

SAMPLE (OLD STYLE)

MOD 506

PEERLESS

1 275 1374

A or B

MST and VST

Individual Serial Number Manufactured on the 275th Day Manufactured in 1991

1300 SERIES

820 SERIES

2500 SERIES

SAMPLE (NEW STYLE)

MST205- ooo

l l l l l l l l l l

Specification Number Manufacturers Requested Features

SERIAL 6 0 0 2

Serial Number Julian Date (The Second Day of

1996)

Identification Number Locations

Early Models were not identified with a model number on the unit.

THE MODEL NUMBER WILL BE FOUND ON: A. Metal tag or decal attached to unit as illustrated.

B. Stamped on unit as illustrated.

Peerless Identification - continued

The recent warranty audit referenced in bulletin number “123” suggested we review the way our new Tecumseh/Peerless® models are identified. The review found improvements were needed in the identification system to make them standard with the new emission regulation’s requirements covering engine product and the “New ESA 157 Claim Form”.

As a result, we have changed the product ID tag to make it easier to read. Should this data be needed for service or warranty situations these improvements will make locating the needed model and specification information easier.

Example Numbers 1 and 2 below, show the present bar code labels currently being used. We have identified the important fields of information that is required for warranty claims.

In addition, a new easier to read bar code label (No. 3 below) is being introduced on all units provided after October 1, 1998. Again we have highlighted the information you are required to supply.

This information is critical for prompt warranty reimbursement to your shop, please pay close attention to this number.

MODEL NUMBER REQUIRED FOR WARRANTY

PEERLESS

205 - 027C

MODEL DATE SERIAL

SPECIFICATION NUMBER REQUIRED FOR WARRANTY

TECUMSEH

205 - 027C8194A0048

1 2

D.O.M. (DATE OF MANUFACTURE) ORIGINALLY SERIAL NUMBER

MODEL NUMBER REQUIRED FOR WARRANTY

VST - 205 - 020C

MODEL SPEC

D.O.M.

PEERLESS

7070A - 0005

MODEL NUMBER REQUIRED FOR WARRANTY

MST - 206 - 502A

DATE MFG. SERIAL NO.

6304A00013

PEERLESS

D.O.M. (DATE OF MANUFACTURE) ORIGINALLY SERIAL NUMBER

SPECIFICATION NUMBER REQUIRED FOR WARRANTY

TECUMSEH

SPECIFICATION NUMBER REQUIRED FOR WARRANTY

TECUMSEH

D.O.M. (DATE OF MANUFACTURE) ORIGINALLY SERIAL NUMBER

"NEW TYPE"

Transaxle Troubleshooting

In-Line Shift Models (i.e. 800, 820, 915, 920, 930 MST)

Transaxle troubleshooting can be a mystery to many technicians, but by using a common sense approach that most technicians use for engine troubleshooting, the mystery will disappear and be replaced with confidence, skill and eventually, mastery of transaxle service.

Before you begin to take off the wheels (the hardest part of transaxle repair) check the associated equipment.

A. Check belts for proper adjustment. B. Check for proper adjustment of brake, clutch, shifter and related linkages, etc. C. Check pulleys for sheared keys and proper belt disengagement. D. Check for proper shifting by removing drive belt. If transaxle does not shift freely it would indicate

an internal transaxle problem.

After you have made all preliminary checks it may now become necessary to remove the transaxle from the equipment.

The first area to check after removing the transaxle cover is the shifting keys. The keys are the safety link to protect against serious gear damage. Check keys for breaks, cracks, stress marks, worn shift key ends and proper spring tension (diag. 95).

Check input bevel gears for excessive wear. If gears are damaged, the cover should be checked for distortion (diag. 96).

To properly troubleshoot and inspect the transaxle further, it is necessary to clean grease from parts during disassembly.

During disassembly check shifting gears and washers for proper assembly.

Check countershaft splines and splines on inner diameter of countershaft gears (diag. 97).

Check reverse sprockets for damaged teeth and if applicable, inner diameter spline area. Check chain for damage or excessive stretching.

Check differential ring gear and bevel gears for excessive wear. Bevel gears should be replaced as a set if any gear is damaged. When replacing snap rings, put flat side of snap ring against the thrust side of gear. Do not over stretch the snap rings when removing and installing (diag. 98).

Check axles and as applicable, axle bearings or transaxle case/cover for wear or damage.

Hard Shifting Transaxles and Drive Belts

Often hard shifting is blamed on an internal problem in the transaxle.

To determine if the problem is transaxle or equipment related make these simple checks.

1. Turn the unit off so that all power is removed to the transaxle

2. With the unit off move the shift lever through the shift gate. Movement of the lever should have only slight resistance. The shifting effort should be equal when the engine is off and when running. If the unit is difficult to shift the problem would be internal and the transaxle would need to be removed and repaired

3. If the unit shifts with ease, check the following areas that would be equipment related. Check to see if the belt is releasing from the pulley on the engine and transmission / transaxle, it may require that the belt guides be repositioned. The distance required from the pulley to the guide is typically 1/16" to 3/16" (1.6 mm - 4.8 mm), always check the O.E.M. specs.

4. Check to see if the pulley is damaged and may not be releasing the belt.

5. Make sure that the belt is the correct belt in case the customer has replaced it with a non original, possibly more aggressive belt.

6. Check the brake/clutch pedal to make sure that when the pedal is depressed that the idler pulley is releasing the belt tension before it applies the brake. If this does not happen the unit will still be under a load and be impossible to shift

7. The final area to check would be for damaged or binding shift linkage.

Hard shifting with the engine off could be caused by:

1. Shift linkage out of adjustment.

2. Corrosion in the transaxle or transmission.

3. Damaged shift keys, gears, or shifter brake shaft.

4. Belt guides missing or improperly adjusted (see equipment manufacturer specs.)

1/16" to 3/16" (1.6 mm - 4.8 mm)

THIS DIMENSION VARIES FROM EACH MANUFACTURER

For proper declutching to occur, it is very important that the engine belt guide be set at a predetermined gap (set by the manufacturer) and away from the belt with the belt engaged.

With clutch disengaged, it is very important that the belt blossoms away from the engine pulley. Belt must stop turning before transaxle shifting can occur.

VST Troubleshooting

The information on this page has been provided to help understand the internal operation of the VST. Do not use this information to attempt any internal repairs. Tecumseh's current policy on hydrostatic transaxles that have internal failures is to replace the complete unit. This has not changed. However, Tecumseh would like to provide a failure checklist to assist in making an accurate evaluation of the complete tractor to eliminate any unnecessary replacements. Here is a list of items to check and corrective actions to take.

To properly test the unit for power loss.

1. Allow the unit to cool before trying the following steps.

2. Put the shift lever in a position that is 1/2 of the travel distance from neutral to forward.

3. Place the tractor on a 17 degree grade.

4. Drive the tractor up the grade (without the mower deck engaged). The loss of power experienced should be approximately 20%. This is considered normal. If the loss of power is approximately 50%, this would be considered excessive.

5. Bring the unit to neutral, shift into forward and note the response. Care should be taken to move the lever slowly to avoid an abrupt wheel lift.

To determine if the problem is with the hydro unit, all external problem possibilities must be eliminated. Here are some potential problem areas.

1. Overheating: Heat can cause a breakdown in the viscosity of the oil which reduces the pressure used to move the motor. Remove any grass, debris, or dirt buildup on the transaxle cover and / or between the cooling fins and fan. Buildup of material will reduce the cooling efficiency.

2. Belt slippage: A belt that is worn, stretched, or the wrong belt (too large or wide) can cause belt slippage. This condition may have the same loss of power symptom as overheating. Typically, the unit which has a slipping belt will exhibit a pulsating type motion of the mower. This can be verified visually by watching the belt and pulley relationship. If the belt is slipping, the belt will chatter or jump on the pulley. If the belt is good, a smooth rotation will be seen. Replace the belt and inspect the pulley for damage.

3. Leakage: The VST and 1800 Series have two oil reservoirs which can be checked for diagnostic purposes. The first is the pump and motor expansion bellows, with a small diameter blunt or round nose probe, check the bellows depth through the center vent hole. Proper depth from the edge of that hole is 3-1/4 - 3-1/2 inches (8.25 - 8.9 cm).

The second chamber is for the output gears including the differential. FIRST make sure the tractor is level, then remove the drain/fill plug. NOTE: Some units that do not have differential disconnect will have two plugs. We recommend using only the primary plug. With a small pocket rule insert until you touch bottom of case. You can then remove it and check for 1/4 - 3/8 inches (6.5 - 9.5 mm) contact, this is full at its 8 oz. capacity.

4. Low ground speed: If the linkage is not synchronized to absolute neutral, or the shift lever is not properly fastened to the tapered control shaft, full forward travel may not be achieved. This may cause a false reading and be misdiagnosed as a low power condition. This also could be caused by the brake not releasing.

To determine absolute neutral, the hole in the tapered control shaft must face straight up and down, at this point make sure the OEM linkage is in neutral. To properly fasten the control lever to the shaft, torque the nut to 25-35 ft. lbs. (34 - 48.3 Nm) of torque with the shaft and the lever in neutral.

When attaching the shifter arm to the shaft you must prevent any rotation during torquing. This can be done by placing a long 5/16 bolt in the hole of the shaft. Hold the bolt until the tapers are locked and the nut torque is correct.

To make sure that the brake is not binding, drive the unit up a slight grade.. Position the speed control lever into neutral. The unit should coast backwards. If the unit does not coast back slowly, the brake is not released from the brake disk. Adjust the brake linkage to release the brake completely when the foot pedal is released.

5. Hard to shift: Typically hard to shift symptoms are not caused by the hydrostatic unit. The shift arm should move with relative ease. Approximately 40-50 inch lbs. (4.48 - 5.6 Nm) at the transaxle for foot pedal units or 150-200 inch lbs. (16.8 -22.4 Nm) for hand operated units. This varies depending on the type of linkage. Binding may occur in the linkage connections due to rust or moisture. Lubricating these connections and checking for bent or damaged parts should resolve hard shifting.

Peerless Torque Chart

TORQUE VALUE

MODELS

PART AFFECTED IN-LBS FT-LBS Nm

Bolt 5/16-18 (Housing) 100 Series 228-264 19-22 25.8 - 29.9 Nut 5/16-18 (Drive Gear) 100 Series 120-156 10-13 13.6 - 17.7 Bolt 1/4-20 (Case to Cover) 600 Series 84-108 7-9 9.5 - 12.2 Bolt 5/16-18 (Axle Support Housing) 600 Series 156-180 13-15 17.7 - 20.4 Bolt 1/4-20 (Shift Lever Housing) 600 Series 84-108 7-9 9.5 - 12.2 Bolt 1/4-20 (Brake-Disc) 600 Series 84-108 7-9 9.5 - 12.2 Bolt 1/4-20 (Case to Cover) 800 & 900 Series

(Except 820) 90-100 7.5-8.3 10.2 - 11.3 Bolt 1/4-20 (Brake-Disc) 800, 900 & MST Series 85-110 7.1-9.2 9.7 - 12.5 Bolt 5/16-18 (Case to Cover) 820 Series 180-216 15-18 20.4 - 24.5 Bolt 1/4-20 (Bearing Cap) 820 Series 90-100 7.5-8.3 10.2 - 11.3 Bolt 1/4-20 (Differential) 820 Series 84-120 7-10 9.5 - 13.6 Bolt 1/4-20 (Brake Disc) 820 Series 85-110 7.1-9.2 9.7 - 12.5 Bolt 5/16 x 18 1100 Series 180-216 15-18 20.4 - 24.5 Bolt 5/16 x 18 2800 Series 180-216 15-18 20.4 - 24.5 Bolt 1/4-20 (Case to Cover) 1200 Series 96-120 8-10 10.9 - 13.6 Bolt 1/4-20 (Shift Lever Housing) 1200 Series 84-108 7-9 9.5 - 12.2 Bolt 1/4-20 (Differential) 1200 Series 84-120 7-10 9.5 - 13.6 Bolt 1/4-20 (Case to Cover) 1300 Series 90-110 7.5-9.2 10.2 - 12.5 Bolt 1/4-20 (Differential) 1300 Series 84-120 7-10 9.5 - 13.6 Bolt 1/4-20 (Case to Cover) 1400 Series 96-120 8-10 10.9 - 13.6 Bolt 1/4-20 (Shift Lever Housing) 1400 Series 84-108 7-9 9.5 - 12.2 Bolt 1/4-20 (Differential) 1400 Series 84-120 7-10 9.5 - 13.6 Bolt 1/4-20 (Case to Cover) 2300 Series 96-120 8-10 10.9 - 13.6 Bolt 1/4-20 (Shift Lever Housing) 2300 Series 96-120 8-10 10.9 - 13.6 Bolt 5/16-18 (Axle Support Housing) 2300 Series 180-216 15-18 20.4 - 24.5 Bolt 1/4-20 (Differential) 2300 Series 84-120 7-10 9.5 - 13.6 Bolt 3/8-16 (Axle Support Housing) 2300 Series 240-312 20-26 27.2 - 35.4 Bolt 1/4-20 (Case to Cover) 2400 Series 96-120 8-10 10.9 - 13.6 Bolt 1/4-20 (Axle Support Housing) 2400 Series 96-120 8-10 10.9 - 13.6 Bolt 1/4-20 (Differential) 2400 Series 84-120 7-10 9.5 - 13.6 Bolt 5-16/18 (Case to Cover) 2500 Series 180-216 15-18 20.4 - 24.5 Bolt 3/8-16 (Differential) 2500 & 2600 Series 420-480 35-40 47.6 - 54.4 Bolt 1/2-13 (Axle Support Housing) 2500 & 2600 Series 720-780 60-65 81.6 - 88.4 Screws No. 10-24 (Cover) R.A.D. 20-24 1.6-2 2.2 - 2.7 Bolts 1/4-20 (Retainer Cap) R.A.D. 90-110 7.5-9.2 10.2 - 12.5

NOTE: On all units containing two jam nuts securing brake lever, hold bottom nut and torque top nut to

100 in. lbs.

Differential Bolts 7 ft. lbs. - 9.5 Nm “T” Drive Bolt 8-11 ft. lbs. - 10.9 - 15.0 Nm

“T” Drive Cover Screw 20-24 in. lbs. - 2.24 - 3.7 Nm

Lubrication Requirement

PEERLESS LUBE CHART

TRANSAXLES

Model No. Quantity

600 24 oz./710 ml Oil 800 30 oz./887 ml Grease 801 36 oz./1065 ml Grease 820 36 oz./1065 ml Grease 900 26 oz./769 ml Grease 910 18 oz./532 ml Grease 915 10 oz./296 ml Grease 920 30 oz./887 ml Grease 930 30 oz./887 ml Grease 1200 48 oz./1420 ml Oil †† 1301 1305 32 oz./946 ml Oil 1309 1313 1302 1303 1304 1306 1307 1308 1310 1311 1312 1314 1315 44 oz./1301 ml Oil 1316 1317 1318 1320 1321 1322 1325 1328 1329 1319 1323 24 oz./710 ml Oil 1326 1327 LTH 8 oz./240 ml Oil

MST200 16 oz./473 ml Oil VST205 †††† and 1800's

2300 64 oz./1892 ml Oil

2400 32 oz./946 ml Oil

2500 †

Model No. Quantity

2600 † 700 12 oz./355 ml Grease 700H 12 oz./355 ml Grease 2800 †

Grease: Bentonite Grease Part Number 788067B

Oil: SAE E.P. 80W90 Oil Part Number 730229A

† Refer to O.E.M. Mechanic’s Manual for type of lubricant

†† To be filled through shift lever opening

††† Some 1000 Right Angle and T-Drives use Bentonite Grease.

†††† Tecumseh's current policy on hydrostatic transaxles with internal failure, is to replace the complete unit. VST and 1800's have two separate reservoirs which can be checked for diagnostic purpose only. The output gear reservoir can be checked with a small pocket rule as outlined in the Motion Drive Systems Book.

Refer to Motion Drive Systems Book, 691218.

TRANSMISSIONS

RIGHT ANGLE

AND T DRIVES Model No. Quantity

All Models Except * 4 oz./118 ml Grease *1408-P91 *1409-P91 *1410-P91 *3002 3 oz./89 ml Grease *3003 *3028 *3029 *3035 1000 Series 6 oz. / 180 ml Oil

†††

1100 16 oz./473 ml Oil

DIFFERENTIALS

All Models 3 oz./89 ml Grease

TWO SPEED AXLE

All Models 2 oz./59 ml Grease

THREE SPEED AXLE

All Models 2 oz./59 ml Grease

NOTICE

TECUMSEH 4-CYCLE LUBRICATION REQUIREMENTS

We often get questions from both customers and dealers regarding the type and brand of oil we recommend.

Tecumseh recommends the use of a high quality, brand name petroleum based oil in our engines. Very few air cooled engines have any type of oil filtration system, making regular oil changes critical to remove impurities from the engine and maximize engine life. Consult the operators or repair

manual for the oil change interval and viscosity base on equipment operating temperature.

EUROPA MODELS *

VERTICALS VERTICALS (CONT.)

oz. ml oz. ml Vantage 21 630 Centura 21 630 Prisma 21 630 HTL 21 630 Synergy 21 630 BVS 21 630 Synergy "55" 27 810 HORIZONTALS Spectra 21 630 BH Series 21 630 Futura 21 630 Geotec 21 630

Series 35 - 50

TECUMSEH

4-CYCLE ENGINE OIL

RECOMMENDATIONS

SUMMER (Above 320 F 0oC) SAE 30 PART #730225 Using multigrade oil may increase oil consumption. WINTER (Below 320 F 0oC) SAE 5W30 PART #730226 (SAE 10W is an acceptable substitute) (Below 00 F -18oC) Only - SAE 0W30 oil is an acceptable substitute CLASSIFICATIONS: “SF”, “SG”, "SH", "SJ".

DO NOT USE 10W40 CAPACITIES:

Engine Model .......................................... ml Oz.

All LAV, TVS, LEV, OVRM....................... 630 21

ECV, TNT ................................................. 630 21

V & VH50-70 ............................................. 810 27

TVM 125, 140 ........................................... 810 27

TVM 170-220............................................. 960 32

VM70-100, HHM80.................................... 960 32

VH100 .......................................................1500 50

All VLV...................................................... 810 27

OVM120, OVXL120, 125........................... 960 32

Formula OHV11-13 without filter ............... 960 32

Enduro OHV11-13 with filter ...................... 1170 39

Enduro OHV13.5 - 17 with filter................ 1800 61

Enduro OHV13.5 - 17 without filter........... 1650 55

Enduro VT (TVT) with filter........................ 2366 80

Enduro VT (TVT) without filter................... 2129 72

H, HSK30-35 ............................................. 630 21

HS, HSSK40-50 ........................................ 630 21

H, HH, HSK50-70 ...................................... 570 19

OHH/OHSK50 - 70 .................................... 630 21

HMSK, HM70-100 ..................................... 720 26

OHSK80-100 ............................................. 720 26

OHM120, OHSK110*-130.......................... 840 28

HH100,120, OH120-180 ............................ 1560 52

*NOTE: Model OHSK110 with a spec. of 221000 and up, have a

capacity of 26 oz. (720 ml.)

NOTE: Vertical shaft engines with auxiliary PTO: 26 oz. / 700 ml

TECUMSEH 2-CYCLE ENGINE OIL REQUIREMENTS

The proper type and ratio of two cycle oil is critical to long life and low maintenance of the engine. The use of non certified oils and improper mix ratio’s can cause severe engine damage and possibly void warranty consideration.

The following is a list of 2 cycle engine oil classifications which are certified for use in Tecumseh 2 cycle engines:

• National Marine Manufactures Association, (NMMA), TC-WII or TC-W3

• American Petroleum Institute, (API), TC

• Japanese Automobile Standard Organization, (JASO), FB or FC

TWO-CYCLE FUEL/OIL MIX RATIOS

2-CYCLE

ENGINE OIL

PART NO. 730227

24:1 AV520 Types 670 & 653 AV600 Type 600-10 & Up TC-TCH 200/300 MV100S

SEARS CRAFTSMAN TWO CYCLE OIL HAS BEEN TESTED AND APPROVED. ALL MODELS USE A 40:1 MIX RATIO ON ALL 2-CYCLE ENGINES EXCEPT TC'S WHICH USE A 24:1

32:1 TVS600 All Types AH600

50:1 TVS / TVXL HSK840 - 850 HSK600 - 635

MIXES EASY DOES NOT SEPARATE

PREMIUM BLEND FOR BOTH AIR AND WATER COOLED ENGINES ENSURES CYLINDER WALL LUBRICATION

TECUMSEH 2-CYCLE ENGINE OIL may be used in a variety of 2 cycle engines including: outboards, lawnmowers, snowthrowers, string trimmers, and edgers at any fuel/oil mixing ratio up to 50:1.

ENGINE FUEL MIX

U.S. U.S. METRIC METRIC

Amount of Oil Amount of Oil

Gasoline To Be Added Petrol To Be Added

24:1 1 Gallon 5.3 oz. 4 Liters 167 ml

2 Gallons 10.7 oz. 8 Liters 333 ml

32:1 1 Gallon 4 oz. 4 Liters 125 ml

2 Gallons 8 oz. 8 Liters 250 ml

50:1 1 Gallon 2.5 oz. 4 Liters 80 ml

2 Gallons 5.0 oz. 8 Liters 160 ml

Spark Plug Replacement

4-CYCLE SPARK PLUG

Service Number

34046

RL86C

†

OHM120

‡

OHSK110-130

OVM120

Note:

*OVXL models with specification nos.

202700, 203000 and up, use RN4C.

†

OHM 120 models with specification nos. 224000 and up, use RN4C.

‡

OHSK 110, 120, 130 models with specification nos. 223000 and up, use RN4C.

* OVXL120, * OVXL/C120

* OVXL125

Service Number 34645

RN4C

†

OHM120

‡

OHSK110-130

OVM120

* OVXL120,

*OVXL models with specification nos. below 202700 use RL86C.

†

OHM 120 models with specification nos. below 224000 use RL86C.

‡

OHSK 110, 120, 130 models with specification nos. below 223000 use RL86C.

* OVXL/C120

* OVXL125

OH180 OHH/OHSK40-130

Service Number

34277

RJ8C

H22 H25 HH40-120 HHM80 HMXL70 HT30 HT35

HXL35 LAV25-50 TVM125-220 TVXL170-220 V40-80 VH40-100 VM70-100

Service Number

33636

RJ17LM

H30-80 HM70-100

HS40-50 VLV-all

Service Number

35552

RL82C

HH140-160 OH120-160

OHV110-17 OVRM All TVT (V-Twin) OHM90-110

Service Number

35395

RJ19LM

ECV100-120 HMSK70-100 HSK30-70 HSSK40-50 LEV80-120 TNT100 VSK100-120

TNT120 TVS75-120 TVXL105 TVXL115

EUROPA MODELS

4-CYCLE SPARK PLUG

Service Number 29010007

J17LM

All Horizontal Models BV BVL BVS Futura HTL LAV

Premier 153/173 Prisma Spectra Synergy Vantage Centura

Legend

Service Number 29010023

RN4C

Premier 45/55 Geotec OHV

Synergy OHV Centrua OHV

Futura OHV

2-CYCLE SPARK PLUG

Service Number 29010007

J17LM

AV85/125 AV520/600 MV100S

NOTE: THE SERVICE NUMBERS LISTED BELOW

WILL GIVE CORRESPONDING CHAMPION AND AUTOLITE SUBSTITUTIONS.

TVS600

Champion Autolite 35395 - RJ-19LM 458 35552 - RL-82C 4092 34046 - RL-86C 425 34645 - RN-4C 403 33636 - J-17LM 245 34277 - RJ-8C 304 611100 - RCJ-6Y 2974 611049 - RCJ-8Y 2976

2-CYCLE SPARK PLUG

Service Number

611100

RCJ6Y

TC300 TCH300

Service Number

611049

RCJ8Y

AH520 AH600 HSK600 HSK840 HSK845

HSK850 HXL840 TC200 TCH200 Type 1500

Service Number

35395

RJ19LM

TVS840 TVXL840

Service Number

33636

RJ17LM

AV520 AV600 TVS600

*NON CANADIAN APPLICATION

SPARK PLUG AIR GAP ON ALL MODELS IS

.030 (.762 mm)

3/8"

9.525 mm

NOTE:

Not all spark plugs have the same heat range or reach. Using an incorrect spark plug can cause severe engine damage or poor performance. Tecumseh uses all three of the reaches shown.

1/2"

12.700 mm

3/4"

19.050 mm

Head Bolt Torque Sequence

LEV, TVS75-120, H, HSK30-70, HS, HSSK40-50, V50-70, TVXL105-115, TVM125-140 Torque bolts in 50 in. lb. (5.5 Nm) increments.

TVM-TVXL170-220, VM, HM, HMSK80-100 Torque bolts in 50 in. lb. (5.5 Nm) increments.

HH, VH80-120 Torque bolts in 50 in. lb. (5.5 Nm) increments.

OVRM40-60, OHH, OHSK50-70 Torque bolts in 60 in. lb. (7 Nm) increments.

OHV11-17, OH120-180, OHM, OHSK, OVM, OVXL Torque bolts in 60 in. lb. (7 Nm) increments.

VLV40-6.75 Torque bolts in 50 in. lb. (5.5 Nm) increments.

Valve Clearance

Engine Model Intake Valve Exhaust Valve

LAV35,50 .006" .006" LEV80-120 (.004" - .008") (.004" - .008") TVS75-120 .15 mm .15 mm ECV & TNT100-120 (.10 - .20 mm) (.10 - .20 mm) H30-35 & HS40-50 VLV40-6.75 .006"* (.15 mm) .006"* (.15 mm) TVT (V-Twin) .004 (.10 mm) .004 (.10 mm)

TVM125-220 V & VH50-70

H & HH50-70 .010"* (.25 mm) .010"* (.25 mm) HM70-100 & HHM80 OHSK80-130, OHM, OVM120

Valve Clearance (Cold) * ±.002 (.05 mm)

OVXL120 & OHV11-17 .004"* (.10 mm) .004"* (.10 mm) HH100-120 .010"* (.25 mm) .020"* (.5 mm) OH120-180 .005"* (.13 mm) .010"* (.25 mm) OVRM40-6.75 .004"* (.10 mm) .004"* (.10 mm) OHH/OHSK50-70 HSK60-70 .006"* (.15 mm) .006"* (.15 mm) HMSK80-100

Valve clearance is checked with engine cold and piston at T.D.C. of compression stroke. NOTE:If the valve spring has dampening coils, it should be installed with the dampening coils away from

the valve cap and retainers (opposite the keepers) or towards stationary surface.

DAMPENING COILS LOCATED CLOSER TOGETHER

THIS END TOWARD STATIONARY SURFACE

Recoil Quick Reference Parts

During the past few years we have introduced you to several new styles of recoil assemblies. These recoils are used on all small and medium frame series engines. To assist you in making repairs, we have developed the quick reference illustrations below. By looking at the direction and style of ribs between the inner and outer parts of the pulley, you can use this chart to obtain the correct parts. Due to various ropes and housings, these parts will not be shown. Please consult the regular parts list for a complete illustration or replacement.

NOTE: The pulleys are identical but the retaining

system changes between these two.

1 590599A Spring Pin (Incl. No. 4)

TYPE I

2 590600 Washer 3 590696 Retainer 4 590601 Washer 5 590697 Brake Spring 6 590698 Starter Dog 7 590699 Dog Spring

4 3

1 590599A Spring Pin (Incl. No. 4) 2 590600 Washer 3 590679 Retainer 4 590601 Washer 5 590678 Brake Spring 6 590680 Starter Dog 7 590412 Dog Spring

1 590740 Retainer 2 590616 Starter Dog 3 590617 Dog Spring

4 590760 Locking Tab

1 590599A Spring Pin (Incl. No. 4) 2 590600 Washer 3 590696 Retainer 4 590601 Washer 5 590697 Brake Spring 6 590698 Starter Dog 7 590699 Dog Spring

TYPE II

1 590409A Center Screw 2 590755 Washer 3 590754 Washer 4 590753 Washer 5 590482 Brake Spring 6 590680 Starter Dog 7 590412 Dog Spring 8 590757 Pulley

2 5 3 4 1

Tecumseh Flywheel Key Quick Reference

Identification Chart

Keys are drawn to full scale.

29410009

Steel

610995

Steel

27902

Aluminum

Alloy

32589

Steel

650496

Steel

611154

Aluminum

Alloy

611191

Steel

610951

Steel

650592

Aluminum

Alloy

8446 Steel

650455

Steel

610961

Aluminum

Alloy

611004

Aluminum

Alloy

611054

Steel

30884

Steel

611107

Aluminum

Alloy

Crankshaft Timing Tabs

611014A

Point Ignition

Crankshaft Timing Tabs

611032

Solid State

Ignition

Primer Bulb Identification

Caution must be used when replacing carburetor primer bulbs. Using the wrong primer bulb could cause hard starting and operating problems. Currently, Tecumseh uses five different carburetor mounted bulbs. To avoid problems, use the Master Parts Manual for the correct application.

The primer bulbs offered feature two different shapes; derby and stepped (or hourglass).

STEPPED

INTERNALLY

VENTED

EXTERNALLY

VENTED

DERBY STYLE

INTERNALLY

VENTED

EXTERNALLY VENTED

The stepped primer bulb is used to force a charge of air into the bowl through the atmospheric vent chamber. The sealing surface (as pictured), prevents air from going back into the air filter while priming.

Foam element on externally vented bulbs are to prevent dirt ingestion.

Sealing Surface

Piston Ring Installation

Piston ring orientation: Compression rings may have either an inside chamfer or an outside notch. Inside

chamfers always face up towards the top of the piston. Outside notches, which are generally the second compression ring always face down towards the skirt of the piston.

CHAMFER

1ST COMPRESSION RING

2ND COMPRESSION RING

3RD OIL CONTROL RING

EMISSION RINGS

1ST COMPRESSION RING

2ND COMPRESSION RING

3RD OIL CONTROL RING

The following is the two types of ring expanders used by Tecumseh:

Top View Side View

This expander is always used behind the second compression ring.

This expander is always used behind the oil control ring.

Quick Reference for Dipsticks

SCREW-IN DIPSTICK FEMALE THR’D, PLASTIC TUBE SERVICE NO. ID NO.

35507 104 35556 115 35561 116 35576 108 35578 106 or 125 35582 105 35583 (OBS) 111 35594 113 35595 114 35598 110 35599 83 35611 use 35507 104 35639 106 35648 107 35658 14 35700 117 35706 (OBS) 118 35822 96 or 124 35835 88 35843 (OBS) 103 35925 129 35931 94 35940 130 35973 131 35984 132 36064 123 36147 123 36205 133 36223 134 36259 124 36366 135 36593 137 36640 use 36902 139 36801 125 36878 141 36902 139 37246 91 37421 143 37426 125

LARGE SCREW-IN DIPSTICK MALE THR’D, METAL TUBE

SERVICE NO. ID NO.

30140 21 30272 (OBS) 92 30787 (OBS) 25 31569A 85 31904 (OBS) 86 32206 (OBS) 29 32909 (OBS) 42 33055 (OBS) 42 33068 45 33258 (OBS) 48 33336 (OBS) 76 33358 (OBS) 88 33469 use 33764 54 33760 (OBS) 18 33761 (OBS) 63 33764 54 34012 65 34201 (OBS) 72 34227 (OBS) 84

TUBE & GAUGE ASSY.SERVICE NO. DIPSTICK

35836 35835 35837 35576 35842 35599

36879 35582

LARGE TWIST-LOCK

SERVICE NO. ID NO.

33894A 76 33950A (OBS) 74 33984A 82 34011A 81 34048 (OBS) 25 34053A (OBS) 76 34122A 79 34178A 75 34249 90 or 101 34267 84 34313 (OBS) 89 34319 (OBS) 86 34675 92 34676 94 34763 (OBS) 95 34933 18 35163 99 35347 102

SMALL SCREW-IN DIPSTICK SERVICE NO. ID NO.

29668 18 29760 14 30924A (OBS) 24 31297 25 31986 (OBS) 29 32969 40 33069 76 33070 (OBS) 88 33604 (OBS) 86 33758 (OBS) 48 34165 68 34245 73 35112 (OBS) 98 35368 use 36879 76 35888 120 35941 126 35942 127 36678 138

NOTE: OBS abbreviation stands for obsolete

4 Cycle Quick Reference - Model Letter Designation

ECH - Exclusive Craftsman Horizontal ECV - Exclusive Craftsman Vertical H - Horizontal Shaft HH - Horizontal Heavy Duty (Cast Iron) HHM - Horizontal Heavy Duty (Cast Iron)

(Medium Frame) HM - Horizontal Medium Frame HMSK - Horizontal Medium Frame (Snow King) HMXL - Horizontal Medium Frame (Extra Life) HS - Horizontal Small Frame HSSK - Horizontal Small Frame (Snow King) HXL - Horizontal (Extra Life) LAV - Lightweight Aluminum Frame Vertical LEV - Low Emissions Vertical OH - Overhead Valve Heavy Duty (Cast Iron) OHH - Overhead Valve Horizontal

OHV - Overhead Valve Vertical (Medium

Frame)

OVM - Overhead Valve Vertical (Medium

Frame)

OVRM - Overhead Valve Vertical (Small Frame)

(Rotary Mower)

OVXL - Overhead Valve Vertical (Medium

Frame) (Extra Life)

TNT - Toro ‘N’ Tecumseh (Toro Exclusive

Series) TVEM - Tecumseh Vertical European Model TVM - Tecumseh Vertical (Medium Frame)

(Replaces V & VM) TVS - Tecumseh Vertical Styled TVT - Tecumseh Vertical Twin TVXL - Tecumseh Vertical (Extra Life) V - Vertical Shaft VH - Vertical Heavy Duty (Cast Iron)

OHM - Overhead Valve Heavy Duty Horizontal

(Medium Frame)

OHSK - Overhead Valve Horizontal (Snow King)

LOCATING AND READING ENGINE MODEL AND SPECIFICATION

THE FOLLOWING WILL BE NEEDED TO LOCATE PARTS FOR YOUR ENGINE.

ENGINE: TVM195 150288G 8150C

ENGINE MODEL SPEC NO. D.O.M (SERIAL NO) TVM195 150288G 8150C

Typical Engine I.D. Label

Model Specification Serial (DOM)

THIS ENGINE MEETS 1995-1998 CALIF/US EPA PH1 APPLICABLE EMISSION REGULATIONS FOR ULGE ENGINES FUEL REGULAR UNLEADED OIL SAE 30

TVM195 150288G (E) STP318U1G2EA 318 8150 C

VLV - Vector Lightweight Vertical VLXL - Vector Lightweight Vertical (Extra Life) VM - Vertical Shaft (Medium Frame) VSK - Vertical Snow King

ENGINE

MODEL

NUMBER

LOCATIONS

ENGINE MODEL

NUMBER

LOCATIONS

4 Cycle Quick Reference for Spec. Numbers-To-Model Designation

HORIZONTAL 4-CYCLE ENGINES

15000 - H22 25000 - H25 26000 - OHH45 35000 - H30 35400 - HSK30 45000 - H & HT35 45400 - HSK35 47000 - HXL35 55000 - H40 55200 - HS & HSSK40 55500 - HSK40 55700 - H40 55800 - H40 55900 - HSSK40 65000 - H50 65300 - HSK50

67000 - HS & HSSK50 68000 - OHH50 68500 - OHSK50 69000 - OHH55 69500 - OHSK55 71100 - OHH60 71500 - OHSK60 71700 - OHH65 71900 - OHSK65 72500 - OHSK70 75000 - H60 76000 - HSK60 85000 - HH40 95000 - HH50 105000 - HH60 110000 - HH80

VERTICAL 4-CYCLE ENGINES

115000 - HH100 120000 - HH120 130000 - H70 130200 - HSK70 132000 - HM & HMSK70 132500 - HMXL70 140000 - HH70 146000 - ECH90 155000 - H & HM80 155000 - HMSK80 155800 - HM85 155900 - HM & HMSK85 156000 - HM90 156500 - HMSK90 159000 - HM & HMSK100 159900 - HMSK105

159950 - HMSK110 160000 - HH & OH140 170000 - HH150 & 160 170000 - OH160 175000 - OH120 180000 - OH180 190000 - HHM80 220000 - OHM120 221000 - OHSK110 222000 - OHSK120 223000 - OHSK90 223400 - OHSK110 223600 - OHSK120 223700 - OHSK125 223800 - OHSK130 224600 - OHM120

10000 - TNT100 12000 - TNT120 20000 - LAV25, OVRM55 20500 - OVRM105 21000 - OVRM60 21800 - OVRM60 22000 - OVRM65 30000 - LAV30 33000 - TVS75 40000 - LAV35 42000 - OVRM905 (SearsOnly) 42600 - OVRM40, OVRM45 (PremierEngine) 42900 - OVRM40 (HighTechLook) 43000 - TVS90 43600 - TVS90 (PremierEngine) 43700 - TVS90, TVXL90 43900 - TVS90 (HighTechLook) 44000 - TVS100 44600 - TVS100 (PremierEngine) 44800 - TVS100 46000 - TVS90, TVXL90 46600 - TVS90 48000 - TVS90 50000 - V40 50200 - LAV40 52600 - OVRM50, OVRM55 (PremierEngine) 52800 - OVRM50, OVRM55 52900 - OVRM50, OVRM55 (HighTechLook) 53000 - TVS105 53600 - TVS105 (PremierEngine) 53800 - TVS105 53900 - TVS105 (HighTechLook) 54000 - TVXL105 56000 - TVS105, TVS & TVXL115 56600 - TVS105, TVS115 (PremierEngine) 56800 - TVS115 56900 - TVS105, TVS115 (HighTechLook) 57000 - TVS & TVXL115 57600 - TVS115 (PremierEngine) 57800 - TVS115 57900 - TVS115 (HighTechLook) 60000 - V50, TVM125 61000 - TVS & TVXL115 61600 - TVS & TVXL115 61800 - TVS115 61900 - TVS115 62000 - LAV50 62100 - LAV50 & TVS115 63000 - TVS120 63200 - TVS120, TVEM120 63600 - TVS120 (PremierEngine) 63900 - TVS120 (HighTechLook) 66000 - TVS120 66100 - TVS120 70000 - V60, TVM140 80000 - VH40 90000 - VH50 100000 - VH60

125000 - V70 127000 - VM70, TVM170 127200 - TVXL170 135000 - VH70 145000 - ECV100 147000 - ECV105 148000 - VH80 149000 - VH100 150000 - V & VM80, TVM195 150200 - TVM & TVXL195 150500 - TVM195 151000 - ECV110, TVM195 151500 - TVM220 152000 - ECV120 157000 - VM100, TVM220 157200 - TVM & TVXL220 157400 - TVM220 200000 - OVM120 202000 - OVXL120, OVXL125 202200 - OVXL120 (I/C) 202300 - OHV11, OHV115 202400 - OVXL125 202500 - OHV115 202600 - OVXL125 (I/C) 202700 - OHV12, OVXL120 (Tec.1200) 203000 - OHV125, OVXL125 (Tec1250) 203200 - OHV13 203500 - OVXL125 (Tec.1250I/C), OHV13/135 203600 - OHV14/140 203800 - OHV145 204000 - OHV15/150 204200 - OHV16/160 204400 - OHV165 204500 - OHV155 204600 - OHV17/170 204800 - OHV175 206000 - OHV110 206200 - OHV115 206400 - OHV120 206600 - OHV125 206800 - OHV130 206900 - OHV135 335000 - LEV100 338000 - LEV100 338500 - VSK100 340000 - LEV100 345000 - LEV100 350000 - LEV115 355000 - LEV115 360000 - LEV115 361000 - LEV120 361400 - VSK120 400000 - VLV40 500000 - ULT, VLV B24, VLXL50, & VLV126 501000 - ULT, VLV, VLXL55, & VLV126 502000 - ULT, VLV60, VLV65, & VLV126 502500 - VLV65, VLV66 600400 - TVT691

Metric Conversions Factors (approximate)

Conversions TO Metric Measures

Symbol When You Know Multiply By To Find Symbol

LENGTH in. inches 25.4 millimeters mm

in. inches 2.54 centimeters cm ft. feet 30 centimeters cm yd. yards 0.9 meters m mi. miles 1.6 kilometers km

MASS oz. ounces 28 grams g (weight) lb. pounds 0.45 kilograms kg

VOLUME tsp. teaspoons 5 milliliters ml

Tbsp. tablespoons 15 milliliters ml fl. oz. fluid ounces 30 milliliters ml c cups 0.24 liters l pt. pints 0.47 liters l qt. quarts 0.95 liters l gal. gallons 3.8 liters l in³ cubic inch 16.39 cubic centimeters cc

TORQUE in./lbs. inch/pounds .113 Newton meters Nm

ft./lbs. foot/pounds 1.36 Newton meters Nm

TEMP. °F Fahrenheit Temp. subtract 32 then x .555 Celsius °C

Conversions FROM Metric Measures

Symbol When You Know Multiply By To Find Symbol

LENGTH mm millimeters 0.04 inches in.

cm centimeters 0.4 inches in. m meters 3.3 feet ft. m meters 1.1 yards yd. km kilometers 0.6 miles mi.

MASS g grams 0.035 ounces oz. (weight) Kg kilograms 2.2 pounds lb.

VOLUME ml milliliters 0.0338 fluid ounces fl. oz.

l liters 2.1 pints pt. l liters 1.06 quarts qt. l liters 0.26 gallons gal. cm³ cubic centimeters 0.061 cubic inches in³

TORQUE Nm Newton meters 8.85 inch/pounds in./lb.

Nm Newton meters .738 foot/pounds ft./lb.

TEMP °C Celsius Temp. x 1.8 then add 32 Fahrenheit Temp. °F

Tecumseh HXL, AV600, TCH200, AV520, HSK User Manual

Specifications and Main Features

Frequently Asked Questions

User Manual