Wisconsin VE4D, VF4D Instruction Manual

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.'~ . ,INSTRUCTION BOOK AN PARTS:

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":VE4D,

BASIC ISSUE MM-265

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IMPORTANT

READ THESE INSTRUCTIONS CAREFULLY

All points of operation and maintenance have been covered as carefully as pos- sible but if further information is required, inquiries sent to the factory will receive prompt attention.

When writing the factory ALWAYS GIVE THE MODEL, SPECIFICATION AND SERIAL NUMBERof engine referred to.

STARTING AND OPERATING OF NEW ENGINES

Careful breaking in of a new engine will greatly increase its life and result in trouble-free operation. A factory test is not sufficient to establish the polished bearing surfaces, which aresonecessary to the proper performance and long life of an engine. Neither is there a quick way to force the establishment of good bear- ing surfaces. These can only be obtained by running'anew engine carefully and under reduced speeds and loads for a short time, as follows:

First, be sure the engine is filled to the proper level with a good quality of entine

oil, see -Grade of Oil- chart.

Before a new engine is put to its regular work, the engine should be operated at

low idle speed (1000 to 1200 R.P.M.) for one half hour, without load. The R.P.M.

should then be increased to engine operating speed, still without load, for an additional two hours.

at all possible, operate the engine at light loads, for a period totaling about eight hours, before maximum load is applied. This will greatly increase engine life.

The various bearing surfaces in a new engine have not been glazed, as they will be with continued operation, and it is in this period of -running in, - that special care must be exercised, otherwise the highly desired glaze will never be obtained.

A new bearing surface that has once been damaged by carelessness will be ruined

forever.

Our engine warranty is printed on the inside back cover of this manual. Read it carefully.

For Your Own Record

THIS MANUALIS FOR MYWISCONSINMODEL ENGINE

SPEC. No. . SERIAL No. . .

THE ABOVE INFORMATION, WHICHWILL BE FOUND ON THE INSTRUCTION PLATE ATTACHED TO THE AIR SHROUD OF THE ENGINE, SHOULD BE FILLED IN. YOUR PROMPT ATTENTION TO THIS MATTER WILL MAKE IT CONVENIENT FOR YOU IN THE FUTURE, AS THIS INFORMATION MUST BE GIVEN WHENORDERING ENGINE REPAIR PARTS.

BOOK OF INST UCTIONS

WISCONSIN

Four Cylinder Engines

Models

VE4D VF4D

ISSUE MM-265-1 REV

1-85

READ THE ....tI

STARTING A NEW ENGINE. BECOME ACQUAINTE WITH THE ENGINE COMPONENTS; THEIR LOCATION, MAINTENANCE AND ADJUSTM T REQUIREMENT~.

3" Bore - 3-1/4- Stroke

91.9 cu. in. Displacement 3-1,'4" Bore -

107.7 cu. in. Displacement

RT!W;

isn

3-1/4"

OI'FRITINe INST {'('T/ONS

Stroke

THOROUGHLY BEFORE

MI-451.4

INTRODUCTION

This manual has been compiled to suit the service requirements of the hnsu- t'ngint· and

accessories most commonly supplied with engines.

Teledyne Wisconsin adapts its engines to suit individual customer requirements whenever

practical.Itevidently would become too involved to. include all variations in one manual; therefore. should any problems arise concerning engine servicing. we advise that a Wisconsin distributor or authorized service station be contacted as they are capable of identifying all

parts by the specification number stamped on the name plate of engine.

Wisconsin heavy duty air cooled engines are of the most advanced design and are built in a modern factory, equipped with the latest machinery avaialble. Only the best materials, most suitable for the particular part, are used. During production every part is subjected to the most rigid inspection, as are also the completely assembled engines. After assembly, every engine is operated on its own power for several hours, and all adjustments are carefully made so that each

engine will be in perfect operating condition when it leaves the factory.

HackofTeledyne gasolillt' engines for every conceivable type of service. The performance of these engines is proof of the long satisfactory service you too can expect from your engine.

I.ike

all fine machinery, the engine must begiven regular care and operated in

the instructions,

Wiseonsi n Motors is seventy years of engi neering

experience

in the dt'sign of

accordance

with

SAFETY PRECAUTIONS

Precaution is the best insurance against an accident.

Never fill fuel tank while engine is in operation or hot,toavoid the possibility of spilled fuel causing a fire.

Never operate engine in a closed building unless the exhaust is piped outside. This exhaust

contains carbon monoxide, a poisonous, odorless and invisible gas, which if breathed causes serious illness and possible death.

Never make adjustments on machinery while it is connected to the engine, without first removing the ignition cables from the spark plug. Turning over the machinery by hand during adjusting or cleaning might start the engine, and machinery with it, causing serious injury to

the operator.

Keep thl. book handy at all time., 'am/allar/ze

yourself with the operating In.truct/on •.

MI449

INDEX

Agricultural Engine Instructions . Air Cleaner and Pre-Cleaner . Battery Ignition - Wiring and Timing Diagram .. Bore and Stroke _ . Carburetor Adj ustment .. Carburetor Repair - See Manufacturer's Bulletin

in Bock of Manual. Choke .. Clutch .. Clutch Adjustment ..

Clutch Reduction Unit .. Compression .. Compression - Restoring .. Cooling .. Cross Section of Engine . Disassembly and Reassembly .

Air Shrouding .. Camshaft .. Camshaft Gear . Carburetor and Manifold . Crankshaft .. Cylinders .. Cylinder Head . Flywheel ; . Fuel Tank . Gear Cover .. Idler Gear and Shaft . Oil Pan . Oil Pump .. Piston Ring and Rod Clearance Chart . Piston Rings ..

Pistons and Connecting Rods . Distributor - Battery Ignition . Distributor and Generator Maintenance .. Distributor - Timing Marks . Distributor Timing - Engine Speed . Distributor Timing - Half Speed .. Electric Starter and Generator .. Firing Order . Fuel . Fuel Pump ..

Gasol ine Strainer . General Information and Design .. Governor Adjustment . Governor - Operation .

PAGE

17 10 13

24 22

24 24 21

19 21 21

22 23 23 22

- lS

PAGE

Hors power .

Ignit on Switch .. IIlus ration of Engine and Power Unit .

Lubr cation . Lubr cation System . Lubr cation System - Diagram .. Mag

Breaker Point Adjustment.. .

to Ignition Spark ..

Mag

Repair - See Manufacturer's Bulletin

Back of Manual.

o Timing Diagram . o Timing ..

Lamp Timing : .

Oil Oil

Part List Secfion .

7 7

Precautions .. Switch - High Temperature .

Servi e Station Directory -See Back of Manual. Spar Plugs ..

g and Operating Instructions ..

g and Operation of New Engine - See ide of Front Cover.

g - Hand Crank .. Stop ng Engine- Vapor Lock and Dieseling .. Stora e of Engine for Winter . Testi g Rebuilt Engine . Tro les - Causes and Remedies ..

Ba kfiring Through Carburetor .

Ign tion ..

Kn cking . Mi sing . Ov heating .. Sta ting Difficulties . Sto ping .. Sur ing or Galloping .

- Grinding and Toferances ..

Valve Tappets .. Warm- p Period - Overspeeding ..

PRE.CLEANER"'"

AIR CLEANER _

CARBUR ETOR FUEL PUMP_~

FUEL PUMP P~IMER HANDLE

AIR VENT HOLE,

FUEL TANK CAP - -

FUEL TANK

TAKE·OFF (Side MountTank) VIEW OF

AI~ VENT HOLE

FUEL T4~f(

~4P "" .•,

-\ir:--~.:JL.)

77"'~_J.._

--;:''_'i?;.c~..l__J}

II!.

OIL FILLER AND

BREATHER CAP

OIL SABER

_ MUFFLfF:

FUEL TANK~

OIL FILLER AND BREATHER CAP

ou,

SABER

OIL FILTER

MODELS VE~ AND VF4 OPE... ENGINE AND POWERUNIT

POWERUNIT FAN END VIEW OF ENGINE

Fig. 1

AIR CLEANER

CHOK E BUTTON

VARIABLE SPEED

GOVERNOR CONTROL

FLYWHEEL SHROUD

lO472sc.3 10472OC.2

MI-452.2

::J

II:

I-

til

II:~

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at:

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at:

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..J CL

z C

at:

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..,

III

...

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;

z o

I-

...

III Z

::IE

Fig. 2

CROSS SECTION OF ENGINE

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:-------

co ...:

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-c

::::l

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i:w:

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W III:

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lit

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w ILIII: W~

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MI. 186-2

Fig. 3

LUBRICATION SYSTEM

·.t~..

...•

GENERAL ··INFORMATION·AND DESIGN

Wisconsin engines are of the four cycle type, in

which each of the four operations of suction, com. pressio~, expansion and exhaust requires a complete stroke, I'hrs grves one power stroke per cylinder for each two revolutions of the crankshaft.

COOLING

Cooling is accomplished by a flow of au, circulated over. the. cylinders and heads of the engine, by a combination fan-flywheel encased in a sheet metal

shroud. The air is divided and directed by ducts and baffle plates to insure uniform cooling of all parts.

Never operate an engine with any I'art 01 the shrouding removed, because this will retard the

air cooling.

CARBURETOR

The proper combustible mixture of gasoline and air is furnished by a balanced carburetor, giving correct fuel to air ratios for all speeds and loads.

IGNITION

The spark for ignition of the fuel mixture is furnish. ed by a high tension magneto driven off the timing gears at crankshaft speed. The magneto is fitted with an impulse coupling, which makes possible a powerful spark for easy starting. Also, the impulse coupling automatically retards the timing;of the spark for starting, thus eliminating danger of a kick-back from the engine while cranking. When electric starter

and generator is furnished, battery ignition is used.

See Page

R.P.

140(

~----.~---

160(

180( 200(] 2200 2400

The

hors

atmosphe level, ant of mercurjt,

For each from above

For each duction in

For each 1 be a reduc

The frictio ultimate m engines ar cent of rna tory. The p during a f

develop at friction is

For contim shown, as

HORSEPOWER

r----

MODEL VE4

_-----_._---

13,0

15.0

17.0

18.7 20,S

21.5

powe'

horse pOO

given in the above chart is for an

c te:

rperature of 60° Fahrenheit, at sea

at a

Barometric pressure of 29.92 inches

nch

ower Barometer reading, deduct 3~%

hors

epower.

0° h

gher temperature, there will be a re-

power of 1%.

. altitude above sea level, there will

ion

n horsepower of

ew engines cannot be reduced to the

nirm,

m during the regular block test, but

e gu.

aranteed to develop at least 85 per

~imu.

power when shipped from the fac-

pwer

will increase, as friction is reduced,

w d

ays of operation. The engine will

least

95% of power shown on chart when

educ

ed to a minimum.

~us

operation, allow 20% of horsepower

safe

ty factor.

-----

3Y2%.

MODEL VF4

15.0

17.5

19.5

21.0

23.0

25.0

LUBRICATION SYSTEM

A gear type pump supplies oil to four nozzles which direct oil streams against fins on the connecting rod caps, Part of the oil enters the rod bearing through holes in the rods, and the balance of the oil forms a spray or mist which lubricates the cylinders and all

other parts of the engine. An external oil line from the oil header tube in the crankcase lubricates the governor and gear train, see Fig.

.1.

GOVERNOR

governor of the centrifugal flyball type controls the engine speed by varying the throttle opening to suit the load imposed upon the engine. A variable speed regulator, to control the governed speed of the engine, or an idle control, is furnished upon request.

ROTATION

The rotation of the crankshaft is clockwise when viewing the flywheel or starting end of the engine. This gives counter-clockwise rotation when viewing the power take-off end of the crankshaft. The fly- wheel end of the engine is designated the front end, and the power take-off end, the rear end of the engine.

~RT

Some of the shown in bo units. Other in top view

engin

always be

This is to the engine.

LUBRICAT IlN

Before start good "gasol of Oil" cha in

Fig.

After the enine lines and off the engi e a

the oil gaug bring the Ie el

located on

e En

ton,

are

rem

ivt

i e e

r. F'

3, w h 4

i filt

t e le

STRUCTIONS FOR ING AND OPERATING

gines are furnished with a house, as

view of

furnished without a house, as shown

Fig. 1, and are called open engi01es.

'thahouse, the side doors must

oved when operating.

proper circulation of air for cooling

a new engine, fill the oil base with

ngine" oil, as specified in the "Grade

III through the breather tube shown

quarts of oil.

has been run for a short time, the oil

er will have been filled with oil. Shut

nd check the oil level by means of

ber.Ifnecessary, add enough oil to

up to the full mark. An oil saber is

ft hand side of the engine below the

Fig.

1, and are called power

oil filler and breather tube, as well as on the oppo-

site side,

see

Fig. 3.

Too much emphasis cannot be given to the matter of

oil selection. High grade oil of the body suited to the

requirements

of your engine is the most important single item in the economical operation of the unit, yet it is the cheapest item of operating cost. Se'ect

your oi' so'.'y on

quality

and suitabi'ity-never on price - for no one thing is so sure to bring about un- satisfactory performance and unnecessary expense as incorrect lubrication.

High-grade, highly refined oils corresponding in body to theS.A.E. (Society of Automotive Engineers) Viscosity Numbers listed in the following chart will prove economical and assure long engine life.

Important:

S.A.E. Viscosity Numbers classify oils in terms of body only, without consideration of qual- ity or character, therefore we list certain grades of Mobi'oi' as typical examples of lubricants possess-. ing the qualities we believe desirable in oils for Wisconsin engines. Weplainly state that these grades of Mobi'oi's are listed because of their recognized quality and world-wide distribution. There are other

high

qualityoi's on

the

marle.t

that

are

equally

soti.-

lactory lor Wisconsin eng;n••.

GRADE OF OIL

SEASON OR

TEMPERATURE

Spring,

Summeror Fall

120OF to ... 40°F

GRADE OF OIL

SAE 30

EXAMPLE

Mobiloil A

tank mounted above the level of the carburetor, or with side mount tank or tank mounted below the en-

gine. In the latter two cases a fuel pumpis furnished

on the engine, to pumpthe fuel up to the carburetor.

The fuel tank should be filled with a

good quality

gasoline free from dirt and water. The capacity of the tank is approximately6gallons. Someof the poorer grades of gasoline contain gumwhich will deposit on valve stems, piston rings, and in the various small

passages in the carburetor, causing serious trouble in operating, and in fact might prevent the engine fromoperating at all.

Use

only reputable, well known brands

o'ine of

the REGULAR GRADE.

gas-

Gasoline engines should not be operated on fuel with an octane rating below 74 (Research Method). Fuel with a lower octane rating will cause detonation, and if operation is continued under this condition, severe damage will result to the engine. The cylinders and pistons will be scored, head gaskets blown out, bear- ings will be damaged and etc.

Be sure to open the gasoline shut off valve below the power unit fuel tank illustrated in

Fig.

Also be sure that air vent hole in fuel tank cap is not plugged with dirt, as this would prevent fuel from flowing to the carburetor.

Winter

... 40°F to+15°F

15°F to OOF

Below Zero

Use oils classified as Service MS

Crankcase

Capacity

Newell2ine Oil and filter change Less - filter or filter change

SAE 2~20W SAE lOW SAE 5W-20W

Mobiloil Arctic Mobiloil lOW Mobiloil 5W-20W

4 Qts. 4 Qts. 3Y.1Qts.

Follow summer recommendations in winter if engine is housed in warm building.

Check oil The old oil

ed after every'SO

T~ drain oil, remove drain plug illustrated in

011

should be drained while engine is hot, asitwill

'eve' every 8 hours 01 operation.

shou'd be drained and Iresh oil

hours of operation.

add-

Fig. 3.

then flow more freely.

OIL PRESSURE

At engine operating temperature, the oil pressure will be about 4 to 5 pounds per square inch. Due to this lo~ pressure system, an oil pressure gauge is not re- q~lred. Whenthe engine is cold, the pressure will be

higher and a relief valve is fitted to the oil pump so th.at und~r. these conditions the maximum pressure

Willbe Iimited to15pounds.

FUEL

These engines are furnished either with a gravity feed

Fig. 4

83622C

FUEL PUMP

On engines equipped with a fuel pump, when starting the first time, or when engines have been out of op- eration for a while, the hand primer lever on the fuel pump should be used, so that fuel may be pumped in- to the d~y.carburetor, and thus prevent hard starting. When

pnmmg

by hand lever, a distinct resistance of

the fuel pump diaphragm should be felt.Ifthis is not the case, the engine should be turned over a revolu- !ion so that the fuel pump cam will be rotated from

ItS.upper posttton, which would prevent hand priming. ThIS hand lever should be given about

20to30

~trokes, depending on how much fuel, if any, there is

In the carburetor

float

chamber,

see

Fig.

4. Whenthe

MI·4S5-2

carburetor is tull, the hand primer lever will move more easily.

CHOKE

Before starting a cold engine, close the choke on the carburetor by pulling out the choke button located at the flywheel end of the engine as shown in

Fig. 1.

After the engine starts, the choke should be opened gradually as the engine warms up. Morechoking is necessary whenstarting in cold weather than in warm.

the engine is warm, very little choking is neces- sary. The operator will soon gain experience in how muchchoking is necessary. The choke button should always be pushed in after the engine is warmedup.

after several unsuccessful attempts to start engine, gasoline begins to drip from carburetor, the choke should be opened fully, otherwise the fuel mixture may become too rich to bum. The regular starting procedure should then continue as in paragraphs on "Starting", but with the choke open.

The choke is closed when button is pulled out, and

open when button is pushed in.

IGNITION SWITCH

Magneto ignition is standard on these engines, with

lever type switch, on the side of the magneto, which is always in the on or running position, except whendepressed for stopping the engine.

Fig. I.

See top view

On engines with a house, the ignition switch is on the eutside of the house at the

bottom vieu of

Fig.

1. To start engine with magneto

flywl:

-el end.

See

ignition, this switch is pushed in; with battery igni-

tion, it is pulled out.

STARTING

HAND CRANK

Withthe engine base filled with the correct grade of

oil, fuel shut-off valve open and magneto switch in the on position, close the carburetor choke valve by pulling out the choke button. with a variable speed governor control, set throttle about 1/3 open. Apply the crank at the flywheel end of the engine and pull up briskly on the crank in a clockwise direction.

gine with the starting crank.Ifthe engine does not start on the first pull up of the crank, re-engage the crank and repeat the operation. Whenengine starts, push choke button in gradually, as engine warms up.

After starting a new engine for the first time, the en- gine should be "run-in" gradually, to insure trouble- free service and long engine life. Refer to "Starting and Operation of New Engine" instructions, on the inside of the front cover of this manual, for correct "running-in" procedure.

engine is equipped

not attempt to

spin

the en-

button, closing the carburetor choke and then de-

the starter switch.

tric

starter, generator and distributor are op-

tional ccessories, furnished only upon request when

is purchased, and cannot be mounted in the

less provisions were made when engine was

The starter, generator and distributor are

of the Electric Auto-Lite Company,Toledo,

d it is recommendedthat all repairs for this ry be done through their authorized Service . For wiring

diagram, see

Fig.

13.

Battery is

shed by engine manufacturer

When s arting a gasoline engine for its days work, the en ne should be allowed to warmup to operating temper ure, before the load is applied. This requires only a ew minutes of running of the engine at mod-

eed.

Racing n engine or gunning it, to hurry the warm-up period, is very destructive to the polished wearing surface on piston, rings, cylinder, bearings, etc., as, the roper oil film on these various surfaces can- not be stablished until the oil has warmed up and become sufficiently fluid. This is especially im- portant n new engines and in cool weather.

Racing

n engine

disconnecting the g~vernor, or by doin anything to interfere with the governorcon- trol of e speed of the engine, is extremely danger. ous.

ite naturally the operator of the engine de- sires to get all possible power out of an engine, and the en e ,manufacturerdoes his best to supply this

if all of this power is used merely to speed up the ngine, without any load being imposed upon it, dang rously high speeds will result.

The go emor is provided as a means for controlling the ~n ne speed to suit the load applied, and also as a s fety measure to guard against excessive speeds, which not only overstrain all working parts, but

whi h might cause wrecking of the engine, and

possibl injury to bystanders. All part of the engine are designed to safely with-

stand a y speeds which might normally be required, but it m st be rememberedthat the stresses set up in rotating parts, increase with the square of the speed. That m. ns that if the speed is doubled the stresses will be uadrupled, andifthe speeds are trebled the

will be nine times as great.

too stro

will

res

erence

gly

tlte above instructions cannot be

urged,

and

greatly

Increased engine

as a rewarel lor tltes.

easily

lile

applieel

elations.

ELECTRIC STARTER AND GENERATOR

Engines equipped withelectric starter and distributor ignition are started bypulling out the ignition switch

Engines, less house, have a lever type stop switch on the si e of the magneto. On these, to stop engine, depress lever and hold down until engine stops. Others ith hous~ have an ignition switch on front

MI·"5~2

panel of house. On these, to stop engine with mag-

neto ignition, pull out the switch; with battery igni- tion, push in the switch.

the engine has been running hard and is hot, do not stop it abruptly from full load, but remove the load and allow engine to run idle at 1000 to 1200 R.P.M. for three to five minutes, depending on how hot the engine has been. This will reduce the internal tem- perature of the engine much faster than stopping the engine, and of course the external temperature, in- cluding the manifold and carburetor will also reduce faster, due to the air circulation from the flywheel.

Two main troubles resulting from abrupt shutting off

a hot engine are

vapor lock

and

dieseling.

Vapor lock will prevent the flow of fuel in the fuel lines and carburetor passages, which will result in hard start- ing of the engine. This can be overcome by choking the engine when cranking or waiting until the engine has cooled off sufficiently to overcome the vapor lock.

Dieseling, is caused by the carbon and lead deposits in the cylinder head being heated up to such an ex- tent that they continue to fire the engine and keep it running after the ignition has been shut off. By idling the engine, as previously mentioned, the carbon and lead deposits cool off, break up and will blowout thru the exhaust.Ifengine should continue to diesel, by suddenly opening up the throttle wide open and at the same time shutting off the ignition, the engine will stop.

Fig. 6

, 104577C

ing the life of the engine. Remove the bowl fromthe air cleaner, as illustrated

Fig.

6, and fill to the oil level line with the same grade of oil as used in the crankcase. Detailed in- structions are printed on the air cleaner.

Oil FilTER BASE

---------

Fig.

FilTERING ElEMENT

._--------_

104810C

OIL FILTER

by-pass

gines, as shown in

type oil filter is furnished on these en-

Fi,; .. '(

except in a few cases where the use of other accessories prevents the mounting of an oil filter. The oil filtering cartridge should be replaced after every other oil change.

operating conditions are extremely dusty, replace cartridge, illustrated in

Fil!..

5, after every oil change. Refer to Engine Parts List in the back of this manual, for part numberof replaceable cartridge.

AIR CLEANER

Air cleaners mustbeserviced frequently, depending on the dust conditions where the engines are operat- ed. Whenthe oil in the bowl becomes dirty, it should be removed and replaced with new oil. This servic- ing will vary from a few days of operation in com- paratively clean conditions to twice a day in dusty conditions.

Operating the

without oil in

may wear out

ings

in a lew

engine \ under dusty

the

air

cleaner or

conditions

with dirty oil,

cylinders, pistons, rings and

days

time, and result

bear-

costly

repairs.

At least once a year, the air cleaner should be re- moved fromthe engine and the element, which is not removable, should be washed in a solvent to clean out the accumulated dust and dirt.

A collector type pre-cleaner, mounted to the top of the air cleaner as shown in

Fig.

7,should be emptied of accumulated dirt frequently, depending on dust conditions.

this

must be

not use

leept dry.

oilorwater

in pr&-cleaner,

Daily attention to the air cleaner and pre-cleaner is one of the most important considerations in prolong-

ing engine life.

GASOLINE STRAINER

The air cleaner is an essential accessory, filtering the air entering the carburetor, and thereby prolong-

MI·4S7.2

The gasoline strainer is very necessary to prevent sediment, dirt and water fromentering the carburetor

FUEl VALVE

Fig. 7

BAli

217102C

BREJ,KER POINT ADJUSTMENT

are properly adjusted before leaving fac-

breaKI'r points on the Fairbanks-Morse

on the Wico magneto should be

full

sep

ation.

continued operat

to.

the spark becomes weak after

ion, it may be necessary to readjus t

Tr do this first remove the end cover

.015"

to. The crankshaft should then be rot at-

starting crank, (this also rotates the magneto), mtil the breaker points are wide open. The opening

gap sbould then be measured with a feeler

hown in Fig. 9 andifnecessary reset. To

s. first

loosen the locking screws on

plate enough so that the plate can be

moved. I the ad;

the end of a small screw driver into

10;'

at the bottom of the

contact

plate

close the contacts by moving the plate until After

point ";''' four

d :'., ~

shoulu cc

opening is obtained. See Fig. 10.

ning the locking screws, recheck breaker

r"k>sure

:) ~ i.rr

akr-r

has not changed.

it is

points have become rough, they

s.nootl.cd with a breaker point file before

Fig. 8 71051C

and causing trouble or even complete stoppage of the

engine. This strainer has a glass bowl and should be

inspected frequently, and cleanedifdirt or water are present. To remove bowl, first shut off fuel valve, then loosen the knurled nut below bowl and swing the wire bail to one side. After cleaning bowl and screen, reassemble the parts, being sure the gasket is in good condition; otherwise use a new gasket. See Fil!..8, which shows the gasoline strainer mounted to the fuel tank of a power unit. On open engines the strainer is mounted to the inlet of the fuel pump.

CARBURETOR ADJUSTMENT

The main metering jet in the carburetor is of the fix- ed type, that is,itrequires no adjustment. The idle needle should be adjusted for best low speed opera- tion, while carburetor throttle is closed by hand. For

illustrations and more information. see Carburetor Manufacturer's Instruction Bulletin in the back of this manual.

75266C

VIEW OF FAIRBANKS.MORSE MAGNETO

Fig. 10

MI.45R..?

the above adjustments are made. Replace magneto end cover carefully so that it will seal properly. Do not force cover screws too tightly otherwise cover may crack. For further information, see Fairbanks- Morse or Wico Magneto Maintenance Manual in the back of this manual.

MAGNETO IGNITION SPARK If

difficulty is experienced in starting the engine or

engine misses firing, the strength of the ignition spark maybe tested by disconnecting the No. 1 igni- tion cable from the spark plug and holding the ter- minal 1/8 inch away from the air shroudor any other metal part of the engine, as shown in

Fig.

11; if the

ber 4 is the other cylinder in this bank.The cylinders

are numbered from 1 to 4 on the air shroud near the spark plugs. The flywheel end of the engine is desig- nated the

rear end

Iront

en,l, and the power take-off end, the

of the engine.

Although the firing order of these V-type engines is 1-3-4-2,the interval between the firing strokes is not

the

same as

'in

line'

engines, also the magneto ro-

tates at crankshaft speed. Therefore, since the inter-

val between No.1 and No.3 cylinders is 180°, ter- minal No. 3 on the magneto end cap should also fol- low terminal No.1 by 180°, or it should be directly

opposite. No. 4 cylinder follows No. 3 cylinder by

270°, therefore No.4 terminal should follow·No.3 terminal by 270°, or three quarters of a full revolu- tion. No.2 cylinder follows No.4 cylinder by 180°, therefore No.2 terminal should also follow No.4 ter- minal by 180°,or it should be directly opposite. Then finally No.1 cylinder follows No.2 cylinder by 90°, therefore No.1 terminal should follow No.2 terminal

by 90°, or one quarter revolution. The magnetos for these engines, will fire once for

every revolution from each terminal, so that there will be a spark in each cylinder for every revolution.

Of course only the sparkatthe beginning of the pow- er stroke is used, the other spark in the same cyl- inder occurs at the beginning of the exhaust stroke, and this spark performs no useful purpose, but it is present in these engines, due to the design of the magneto. It is on account of the presence of this second spark in each cylinder, following 3600after the original spark, that some juggling of spark plug connections has been made in the field, but it is im- perative, however, that spark plugs be connected to the magneto as indicated in this instruction book.

Fig. 11 10..S16C

ignition cable has a molded rubber insulated spark

plug terminal at the end, wedge a piece of bare wire up into the terminal, and let one end of the wire ex- tend out. Turn the engine over slowly by the starting crank two complete revolutions and watch for the spark discharge which should occur during the cycle, at the instant the impulse coupling on the magneto snaps. Repeat this check with each of the other igni-

tion cables.

there is a weak spark, or none at all, check breaker point opening as mentioned in preced- ing paragraph under

ment".

this does not remedy the trouble, it may be

"Ma~n(!to Breaker Point Adjust-

necessary to install a new condenser. See Magneto

Manufacturer's Maintenance Instructions in back of

this manual.

FIRING ORDER

The

liring order

of the cylinder is 1-3-4-2. Number 1

cylinder is the one nearest to the flywheel in the left bank of cylinders, when viewed from the flywheel end of the engine. Number3 cylinder is the other cylinder in this bank. Number2 cylinder is the one nearest to the flywheel in the right bank of cylinders and Num-

MAGNETO TIMING

The magneto is properly timed to the engine at the factory.

for any reason it is necessary to retime

the magneto, it canbedone in the following manner: First remove the screen over the flywheel air intake

opening by taking out the screws holding the screen

in place. This will expose the wheel and shroud for timing magneto.

The flywheel is marked with the letters

timing

marieson fly-

See Fig. 12.

'DC'

near one of the air circulating vanes and this vane is fur- ther identified by an

'X'

mark cast on the end. Tum the engine over by means of the starting crank until the edge of the with the

marie

as shown on position. At this point the

marleed

on the

Fig.

vane on flywheel is on line

vertical

centerline of the sltroud

12. Then, leave flywheel in this

leeyway

for mounting the

flywheel is also on top.

The magneto should then be fitted to the engine so that the ible through the timing gear housing as shown in

'X'

marked tooth on the magneto gear is vis-

lower Itoll

of the inspection

Fig.

12. The dis-

Itole

tributor cap on the magneto is numbered from 1 to 4. The leads from the magneto should be connected to

spark plug of like numbers,

1011·459.3

I_O((IT;:'N

or ')-

-rF~lM1Ntl.1

;-;1\1::

~c':

I'l.r'

, RAOIO SHIElOHI MAGNf;() ()~HfR iF~M1Nt~l ~

FOI lOW IN

I'l.

CIO(.KWIt;f OIRf:':T:('N

')1

',OMMU~ICI\I MA,.Nt

r Nr~

,..,,31flm,~'~,:

fO('f

('1f

'1."

!'''4 .

l"4

WIT ...

~?I(

<,"AOUO

1IfH[I<t

'X~"'Ql(r['1

VA"If

i ~

flVWI'!jl

l'/\!

j ' ..

,~-

...._..

Qr ..n

TlutN(, UA[.Nf rc

i"'~,

'1'

QlJ(,

0101

1'In".~.

RADIO SHIH

[If

0 MM,NF

fNO eM' VI! W

RIIN~J!Nr;

fOR

(;HfCl(lNt; W11'1

;,","'.1'"

''''',,'~.r'J,

·,J'n~J I'

. ~~~I

.....

T"r r VWHfrt IS IOCAT£O

'~. ~:".,.,~ ''-''.111. ~

"I! ,11

I'l,r •

.4;'"

"l,'vf

;OlfR GfA,R U"GNETO (.EAP

IVIIII,

..,d'Ui

Fig. 12, MAGNETO TIMING DIAGRAM

When the magneto is properly timed, the impulse coupling will snap when the lines up with the

centerline,

'DC' -

'X' marked vane,

of the No. 1 and 3 cyl- inders. on the flywheel shroud. This can be checked by turning the crankshaft over slowly by hand. The impulse will snap every 900of flywheel rotation

thereafter.

rhe

spark

advance

neon

light,

the running spark advance is indicated

by a mark on the flywheel shroud, 270before

centerline

of the No.1 and 3 cylinders.

The end of the

is 27°. To check timing with a

See Fig. 12.

'X'

marked vane should be whitened

vertical

with chalk or paint for this operation.

ELECTRICAL WIRING CIRCUITS

Note: Beginning with engire serial No. 3987113, the

BATTERY

IGNITION

SWITCH

standard equipment the previo

systems r The wirin diagram,

mng circuits for all 12

negative

grou"d

polarity,

volt

electrical

in place of

sly furnished positive ground. All 6 volt

ain positive ground.

Fig.

13. illustrates a

negative

ground cir uit.Ifpolarity of generator is for a posi- tive groun circuit (engines built previous to serial

No. 39871 3), te-rminalconnections at ammeter, igni-

coil and b ttery are just reversed from those illus- trated.

DISTRIBU OR·- BATTERY IGNITION

Whenthese engines are furnished with electric start-

er and dir t mounted generator, battery ignition is used inste d of magneto ignition. The distributor is mounted to e end of the generahr.

STARTER

SWITCH

----.:1:'.J-...!It.·

SOLENOID STARTING SWITCH

FOR REMOTE STARTING IN PLACE

or STARTER SWITCH(OPTIONAL)

.0, ,

04~':~ __

IGNITION

COil

Fig. 13, BATTERY IGNITION - WIRING AND TIM

DISTRIBUTOR

ENC;INE-SPEED

~:~ i~:;t

,LLUSTRATED"

(OI.OlUE)

DISTRIBUTOR

~ JL

~: 1]: -[-

• - 't-.-

1:.:

,~-

/.'-If

.i,.v-

I 1\._-

_.-

MI.46O-4

HALF-SPEED DISTRIBUTOR

TIMING PHOTOS

CENTERLINE MARK

OF No. I CYLINDER

RUNNING SPAR ADVANCE TIMING MARK FOR CHECKING WITH NE'ON LIGHT

URN CLOCKWISE

AS INDICATED

ARROW

ADVANCE ARM CLAMP SCREW

No.1 TERMINAL TOWER, IN LINE WITH I«JTCH IN DISTRIBUTOR

Fig. 14

Fig. 15

80DY

78399C-1A

Two types of distributors, either the

as illustrated in utor,

Fig.

Fig. 20,

or the

16, have been furnished. The

Engine

HaU-SpeeJ

HaU-Speed

Speed

distrib-

distributor, which offers greater breaker point life, replaces the

Engine

Speed distributor on engines

that are currently being built. These engines are properly timed at the factory, but

the following instructions are given as a help in re- timing, if this becomes necessary. The generator drive gear does not have to be timed to the gear train as timing is set by means of the distributot gear.

The

sparle advance

Zl0,the same as for magneto ignition.

must be

running

for

normal

2000 R.P.M.

speeds (2000 R.P.M.)

Engine

or over

when ad-

;usting sparle advance.

TIMING MARKS

Remove the screen over the flywheel air intake open- ing by taking out the screws holding the screen in place. This will expose the timing marks on the fly- wheel shroud, also the Vane on flywheel, marked by an

'X'

and the letters

'DC'. See Fig's. 14 or 17.

Next, remove the spark plug fromNo.1cylinder and tum the engine over slowly by the starting' crank, at the same time holding a finger over the spark plug hole, so that the compression stroke can be deter- mined by the air blowing out of the hole.

u.ith.

instructions for HaU-SpeeJ Distributor Timing

or Engine

Speed

Distributor Timing whichever is

Continue

applicable.

HALF-SPEED DISTRIBUTOR TIMING

The

Hall-Speed Distributor,

illustrated in

Pig. 16, of the automatic advance type and it is driven off an engine speed shaft through a pair of two to one ratio helical gears, thus giving the distributor one

hall

engine speed in a counter-clockwise direction when viewed from above. The automatic advance is thedistributor, equal to is the full amount of spark advance distributor is fully advanced at

280on the crankshaft which

required,

:!lOO

R.P.M. of the

140in

The

engine.

Upon reaching the compression stroke, as determined in

'Timing

starting crank until the leading edge of the Vane Marie

The No.1piston is on tion.

Marks'

paragraph, continue turning the

on the flywheel is in line with the

on the flywheel shroud of the

tc )

dead center in this posi-

No.Jcylinder.

See Fig. U. ..

Marleed

Centerline

. I

MI-461-3

SNAP SPRINGS

Fig. 16

195133C

Remove the upper half of the distributor body by dis- engaging snap springs. The utor rotor of the

should be in line with the

notd

in the distributor housing. No.1cyl-

centerline

r;gltt "and edge

inder is ready to fire, in the retarded timing position, when the distributor rotor is in this position, as shown in

Fig. 15.Ifthe distributor rotor is not in the

above mentioned position, withdraw the entire dis- tributor from the generator. Remove the distributor rotor in order to take off the dust cove, from the distributor body. which will expose the breaker

of tlfe

distrib-

POInlS.

ble distributor to generator with the

distributor rotor

the

Fip,.

top edge of the generator sure that the is mounted to the manual spark advance is not used with these en-

gines.

Moum

notch

15,

rotor back on distributor shaft. Assem-

centerline

in line with the

in the distributor housing as shown in

and the

primary terminal

right hand edge

pointing toward the

regulator. See Fig.

advance arm locks

distributor clomp

crew,

Fig.

15,

is tight, as a

of the

16. Be which

With the distributor body slightly in a counter-clockwise rota- tion so that the breaker points are firmly closed. Then turn the distributor body in a

tion until the

open, see Fig. 15.

can be felt as the breaker point cam strikes the breaker point arm. Tighten advance The No.1cylinder is now ready to fire in the retard- ed position, WIth the centerline of the

rotor

the distributor body as shown in

The breaker point gap should be This opening should be checked before the distrib- utor body is set, otherwise any adjustment made to the breaker point opening will change the ignition

advance. Replace distributor dust cover. exercised in the above operations, the spark timing should be accurate enough for satisfactory starting, however, as described in

The four ignition cables from the distributor should be connected to the proper spark plugs. The cylinder

shroud covers are marked for identification. The No.

1 terminal tower on the distributor is in line with the

notch in the distributor body. The terminal sequence

1.3.4·2

fl.

advance arm clomp

breaker points

At this point a slight resistance

in line with the

right hand edge

checking spark advance

'/Veon Lamp Timing' is

in a counter-clockwise rotation.

screw loose, turn the

are just

arm clomp

clockwise

beginning

rota-

screw.

distributor

of the

notch

Fig. 15.

.018to.022

with a neon

inches.

care is

necessary.

See Fig.

lamp,

78399C.l

SET ROTOR FACING

S PART OF HOUSING

ENGINE SPEED DISTRIBUTOR TIMING

The

Engine Speed Distributor

has an automatic advance of 15°, and is mounted to the engine with an additional advance of 12°, to give a total of 27°, which is the running spark advance of

the engine ..

After determining the compression stroke of No. cylinder as described in

cont

mue turning starting crank until the leading edge of the the Center

Fig.

top dead center, which is the amount of spark ad- vance distributor automatic advance begins to take hold.

Remove upper half of distributor body by disengaging snap spr ings.

The

two notches

distributor from the generator, and re-engage the

Marked -Vane

Punch Mark

17.

This will leave the No.1 piston, 12° before

low speeds (below

distributor rotor

in the distributor housing.

the rotor is not in this position, withdraw entire

on the flywheel is in line with

on the flywheel shroud.

should line up with center of the

illustrated in

'Timing

300 R.P.M.)

Marks'

Fig. 20,

paragraph,

See

before the

See Fig. 18.

Fig. 19

he bottom of the distributor in a new posi-'

will be located properly. Be sure that

lever locks

the

distributor clamp,

ce is not used with these engines.

crew,

Fig.

is tight; as a manual

18, which is,

MI·462·2

•

"""

Fig. 20

Withthe distributor distributor body slightly in a counter-clockwise direc- tion until the breaker points are firmly closed. Then turn the distributor body in a cloclewise direction un- til the brealeer

Fig.

19. At this point a slight resistance can be felt

as the breaker point cam strikes the breaker point

arm. the tiglttened, so the distributor will be held firmly in this position. The breaker point gap should be to

.022

fore the distributor body is set, otherwise any adjust- ment made to the breaker point opening will change the ignition advance adjustment.Ifcare is exercised in the above operations, the spark timing should be accurate enough for satisfactory starting, however, checking spark advance with a neon lamp, as des- cribed in

The four ignition cables are numbered in the distri- butor cap, same number. The center cable is for ignition coil.

distributor

inches. This opening should be checked be-

'Neon Lamp Timing',

see Fig. 20.

points

clamp

screw loose, first turn the

are just beginning to open,

clamp screw should then be

Connect to spark plugs of the

is necessary.

77932C

see

.018

gine is running helow automatic advance in the distributor will not be fully advanced and damage to the engine could result when

the engine is operated at higher speeds. Mount fly-

wheel screen if removed - use out removing screen for running spark advance check only.

DISTRIBUTOR AND GENERATOR MAINTENANCE

The distributor breaker point gap should be

.022

inches. To readjust breaker point gap, turn en- gine over by means of the starting crank until the distributor breaker arm point of the cam. Loosen the stationary contact nut and screw lixed contact, in or out, until correct

gap is obtained. Tighten locknut and recheck gap. The generator and distributor should be periodically

lubricated and inspected for external conditions

which would affect their operation.

is recommended that the generator oiler, located

below the primaryterminal of the distributor, be given

3 to 5 drops of medium engine oil every 50 hours. Every 50 hours of operation, the oiler on the side of

the distributor base should have 3 to 5 drops of me- dium engine oil added, and the grease cup given one complete turn. Use a high melting point grease.

Every 100hours. apply 3 to 5 drops of mediumengine oil to the feltitthe top of the cam sleeve.

over-lubricate.

FLYWHEEL ALTERNATOR

12 volt -

in place of gear driven generator. Instructions and parts bulletin is located in the rear of this manual.

SPARK PLUGS, Fig. 21

Incorrect gap, fouled or worn spark plug electrodes,

will have an adverse affect on engine operation. Re-

move spark plugs periodically, clean, regap or replace

if necessary. Thread size is 18 mm.

or 25 amp flywheel alternator furnished

2000 R.P.M.

slotted

rubbing blocle

when timing, the

opening with-

.018

is on a high

lock-

not

NEON LAMP TIMING

The

engine

sition

The timing should be checked with a neon lamp con-

nected" in series with No. 1 spark plug. Chalk or

paint the end of the

white. Then with the engine operating at

or over, allow the flash from the neon lamp to illumi-

nate the whitened vave. At the time of the flash, the

leading edge of the vane should line up with the run-

ning

shroud.

advance arm c

shown in

Fig. 19

distributor body turned slightly clockwise or counter- clockwise, as required, until the advance

and the

clamp

should

at not

sparle advance

See Fig.

Fig.

for the

white vane

screw is then carefully tightened. If the en-

timed

the

less than 2000 R.P.M.

'X'

marked vane on the flywheel,

timing

14 or

lamp

screw should be loosened as

15 for the

Engine

coincide. Be sure

marie on the flywheel

Fig.

17.Ifit does not, the

Half-Speed Distributor,

Speed

27° advanced po·

2000 R.P.M.

Distributor,

timing marie

advance

and the

arm

Sparle plug gop - 0.030

Replacement plugs must be of the correct heat range,

like Champion No. 0-16J, AC No. C86 commercial.

Tighten spark plugs, 25 to 30

Fig. 21

inch.

loot pounds

--"--"===~l

SET GAP

torque.

104713C

RESTORING COMPRESSION

In a new engine or one which has been out of opera-

tion for some time, oil may have drained off the cylin- ders so that compression will be weak, causing diffi- eu

lty

in starting. To remedy this condition, remove the sp ark plugs and pour about a fluid ounce of crank- case oil through the spark plug hole into each cylin- der. Turn engine over several times with the hand crank to distribute oil over the cylinder walls. As-

semble spark plugs and compression should be satisfactory.

HIGH TEMPERATURE SAFETY SWITCH

As a safety precaution against overheating, engines can be equipped with a high temperature switch mounted to the cylinder head at the

When cylinder head temperature becomes critically high, the safety switch will automatically stop the en-

gine by shorting out the ignition system. A waiting period of about 10 minutes will be required before the

switch has cooled off sufficiently to re-start the en-

gine.

overheated engine will score the cylinder walls, burn out connecting rod and crankshaft bear- ings, also warp pistons and valves. The cause of the

overheating condition will have to be remedied before

the engine is re-started.

f!,raph

in Troubles, Causes and Remedies

See Engine

No.4

Overheats

spark plug.

para-

section:

KEEP ENGINE CLEAN - PREVENT OVERHEATING

(Agricultural and Industrial Engines)

This engine is cooled by blasts of air which must be

allowed to circulate all around the cylinders and cyl- inder heads to properly cool the engine and thereby

keep it in good running condition.

chaUisallowee/

in the

flow of air and cause the engine to overheat. Keep

flywheel

to restrict the intake of cooling air.

With reference to maintenance instructions pointed out, to obtain trouble free and satisfactory engine performance.

Remove these covers frequently and clean out all dust, dirt and chaff. Be sure to secure covers in

place.

2. Open these covers or complete rear shroud covers frequently and clean out all dust, dirt and chaff.

Be su re to close covers.

3. Keep this space between cylinders free of dust, dirt and chaff.

4. Read instructions on this air cleaner regarding its care. This is important. The entire air cleaner

year and washed in a cleaning fluid to remove dust

5. The collector type pre-cleaner must be emptied of accumulated dirt frequently, depending. on dust conditions. 00 not use oil or water in pre-cleaner, this must be kept dry.

V between

screen and

should be taken off the engine at

and dirt from the non-removable filter element.

collect

the cyline/ers,

rotating

Fig.

screen clean, so as not

22; follow the cleaning and

dust, e/irt

the

cylinder

it will retard the

shroue/ing

le-ast

once a

Fig. 22

6. Replace change. I replace your repl

not

ly dent

is oil filter cartridge every other oil

operating conditions are extremely dusty

ridge every oil change. Be sure that

is a Wisconsin Micro-Fine filter.

w shrouding to become damaged or bad-

as this will retard air flow.

locating any difficulties which might

lowing causes are listed under the three

Mixture, Compression, and

engine with air shroue/ing

the

air

cooling.

hours,

s check crankcase oil level. Keep filled

on oil gauge saber, but no more.

rs drain crankcase and refill with fresh

depending on dust conditions,

er and change oil.

See Page 10.

l04725C·3

Ignition.

removed.

clean. This

more satis·

See

'cation, Page 6 and 7.

TROUBLES

AUSES AND REMEDIES

Three prime requisites are essential to starting and

.sfactory operation of internal com-

es. They are:

sion

in the cylinder.

properly timed,

If all three f these conditions do not exist, the en-

started. There are other factors which

to ignite the mixture.

MI·464-3

will contribute to hard starting; such as, too heavy a load for the engine to tum over at a low starting speed, a long exhaust pipe with high back pressure, etc. These conditions may affect the starting, but do not necessarily mean that the engine is improperly adjusted.

In each case, the causes of trouble are given in the order in which they are most apt to occur. In many cases the remedy is apparent, and in such cases no further remedies are suggested.

STARTING DIFFICULTIES

FUEL MIXTURE

No fuel in tank or fuel shut-off valve closed. Fuel pump diaphragm worn out, so pump does not

supply carburetor with fuel. Carburetor not choked sufficiently, especially if en-

gine is cold. Water, dirt, or gumin gasoline interfering with free

flow of fuel to carburetor. Poor grade or stale gasoline that will not vaporize

sufficiently to formthe proper fuel mixture. Carburetor flooded, caused by too much choking

especially if engine is hot. Dirt or gumholding float needle valve in carburetor

open. This condition wouldbeindicated if fuel con- tinues to drip from carburetor with engine standing idle. Often tapping the float chamber of the carbu- retor very lightly with the wood handle of a screw driver or similar instrument will remedy this trouble. Do not strike carburetor with any metal tools, it may cause serious damage. Alsoifthe mixture in the cylinder, due to flooding, is too rich, starting may be accomplished by continued cranking, with the retor choke open.

If,

due to flooding, too much fuel should have enter-

ed the cylinder in attempting to start the engine, the

mixture will most likely be too rich to bum. In that case, the spark plugs should cylinders and the engine then turned over several

times with the starting crank, so the rich mixture will

be blown out through the spark plug holes. The choke on the carburetor should of course be left open during this procedure. The plugs should then be re- placed and starting tried again.

To test for clogged fuel line, loosen fuel line nut at carburetor slightly. out at loosened nut.

COMPRESSION

the engine has proper compression, considerable resistance will be encountered in the pull on the starting crank.Ifthis resistance is not encountered,

compression is faulty. Following are some reasons

for poor compression:

Cylinder dry due to engine having been out of use for some time.

See 'Choke', Page 9.

carbu-

removed from the

line is open, fuel should drip

See 'Restoring Compression', Page 16.

Loose spark plugs or broken spark plug. In this case a hissing noise willbeheardincranking engine, due to escaping gas mixture on compression stroke.

Damaged cylinder head gasket or loose cylinder head. This will likewise cause hissing noise on compression stroke.

Valve stuck open due to carbon orgumon valve stem. To clean valve stems,

see 'Valves', Page 24.

Valve tappets adjusted with insufficient clearance

under valve stems.

See 'Valve Tappets', Page 25.

Piston rings stuck in piston due to carbon accumu-

lation.

rings are stuck very tight this will neces- sitate removing piston and connecting rod assembly and cleaning parts.

See 'Piston and Connecting Rod',

Page ·22.

Scored cylinders. This will require reboring of the cylinders and fitting with new pistons and rings. scored too severely, an entirely new cylinder block maybenecessary.

IGNITION

See 'Magneto Ignition Spark', Page 12or'Distributor-

Battery Ignition', Page 13.

attributed to the

following:

No spark may also be

Ignition cable disconnected from magneto or spark plugs.

Broken ignition cables, causing short circuits.

Ignition cables wet or soaked.

Sparkplug insulators broken. Sparkplugs wet or dirty. Spark plug point gap wrong.

See Page 16.

Condensation on spark plug electrodes.

Magnetoor distributor breaker points pitted or fused.

Magnetoor distributor breaker arm sticking. Magnetoor distributor condenser leaking orgrounded.

Spark timing wrong. or

'Distributor-Battery Ignition', Page 13. -

ENGINE MISSES

Spark plug gap incorrect.

See 'Magneto Timing', Page 12,

See Page 16.

Wornand leaking ignition cables. Weakspark.

'Distributor-Battery Ignition', Page 13.

See 'Magneto Ignition Spark', Page

12,

Loose connections at ignition cable. Magnetoor distributor breaker points pitted or worn. Waterin gasoline. Poor compression.

ENGINE SURGES OR GALLOPS

See 'Compression', Page 18.

Carburetor flooding.

Governorspring hooked into wronghole in lever.

'Governor Adjustment', Page

rectly adjusted.

See 'Governor Adjustment', Page 25.

25. Governor rod incor-

See

ENGINE STOPS

Fur-l tank empty.

r,'akr. dirt or

Gasol

ine

heat around engine (Vapor Lock).

/!,1Tlf'·.

"'I/!,

gllm

in gasoline.

vapor

zed In fuel lines due to excessive

See

(J_

'Stopping

Vapor lock in fuel lines or carburetor due to using winter gas (too volatile) in hot weather.

Air vent hole in fuel tank cap plugged. Engine scored

or stuck due to lack of oil. Ignition troubles.

ENGINE OVERHEATS

See 'Ignition",

PG(!.e

/R.

Crankcase oil supply low. Replenish immediately.

Ignition spark timed wrong.

Page

12,

'Distributor-Bouery

See

'Mllgnt>to Timinr,',

lgniuon", Page 13.

Low grade of gasoline. Engine overloaded.

Restricted cooling air circulation. Part of air shroud removed fromengine. Dirt between cooling fins on cylird er or head. Engine operated in confined space where cooling air

is continually recirculated. consequently becoming too hot.

Carbon in engine.

Dirty or incorrect grade of crankcase

oil.

Restricted exhaust. Engine operated while detonating due to low octane

gasoline or heavy load at low speed.

ENGINE KNOCKS

Poor grade of gasoline or of low octane rating.

'Fuel",

PaKe

See

Engine operating under heavy load at low speed. Carbon or lead deposits in cylinder head. Spark advanced too far.

I:!.or'{)isfrihufor-Rattt>ry Ignition',

See 'Magneto Timing', Page

Page

13.

Loose or burnt out connecting rod bearing. Engine overheated due to causes under previous

heading. Wornor

ENGINE BACKFIRES THROUGH CARBURETOR

l""s('

piston pin.

Wateror dirt in gasoline.

Engine cold. Poor grade of gasol ine. StickyInlet valves .

Ovcrhcatr-d val ve s.

Spark plugs too hot. Hot car

lion

particlr-s in engine.

.'ire 'Volves",

"';1'1' 'Spark "/uf!,'. I

PaKe 2,1.

'(I!!,

/6.

En-

D SASSEMBLY AND REASSEMBLY

OF VE4 AND VF4 ENGINE

Engine epairs who ha had experience in such work. When dis- assemb ng the engine it is advisable to have several boxes ailable so that parts belonging to certain groups anbekept together, such as, for instance,

the cyliider

lengths are

must b exercised in reassembly so the right screw will be sed in the various places, otherwise damage

It.

Tighten

cylinde

the heads, gear Gover. oil pan, connecting rods,

bloch. main bearing plate and the spark

plugs t

the foIl

wing paragraphs of reassembly.

While t e engine is partly or fully dismantled, all of

the par should

accumu

ated

it is esired'0disas.sernble ing ord r should be substantially adhered to. As dis- assemb whatifdesired. as wi11be self-evident to the me- chanic. Reassembly of the engine should be made in the rev rse order.

An engi as havi

e that has been completely overhauled, suoh g the cylinders rebored and fitted with new

pistons

thoroug is appli

"run-in" period, before any amount of load

d to the engine.

The en ine should be started and allowed to run for

about e-half hour, at about

without load. The

perating speed. still without load, for an

al three and one-half to four hours.

The pr

per "running-in" of the engine will help to

establi ances

tween the various operating parts and thus

add ye

The air cleaner, oil filter, magneto, and if an electric starter nd generator are used, these should be rli!- moved rst.

clutch or clutch reduction unit if engine is

with either of these accessories.

On po er units, engines which are enclosed in a

sheet etal house, remove the muffler and canopy

first. D sconnect air cleaner, choke, governor control and in trument wires at the front house panel. The front p nel can be removed as part of the flywheel shroud, as explained in the following paragraphs of dis••ss bly.

should

be made only by a mechanic

head screws, etc. Capscrews of various

used in the engine, therefore great care

can

screws and nuts of the manifolds.

the specified torque readings indicated in

he thoroughly

cleaned. Remove ail

dirt between the fins.

progresses, the

the engine, the

order may be altered some-

follow-

rings and valves, should go through a

1200to1400 R.P.M.

R.P.M.

should then be increased

polished bearing surfaces and proper clear-

of trouble free service to the life of yoqr

RIES

76696C

FLYWHEEL

After the flywheel screen has been removed, drive out the starting crank pin in the crankshaft and re- move the flywheel nut and washer.

The flywheel is mounted to a taper on the crankshaft. Take a firm hold on the flywheel fins, pull outward and at the same time strike the end of the crankshaft with a babbitt hammer. See will slide off the taper of the crankshaft. Do not use a hard hammer asitmay ruin the crankshaft and bear- ings. When reassembling the flywheel, be sure the Woodruff key isinposition on the shaft and that the keyway in the flywheel is lined up accurately with

the key.

Fig.

23. The flywheel

AIR SHROUDING

To disassemble .ur shrouding, refer to

remove cylinder head covers and the screws mount-

ing the flywheel shroud to the lower cylinder shrouds

Fig.

24. First

Flg.2S

I-'Ig. 26

and cylinder heat d holding the flywhec I shroud to gear cover.

eflectors,

then remove the screws

104719C

710SOC

MI-467-2

10-4811C

On power units, ren ove the front end panel as shown in

Fig.

25,

togethe

rear end panel, see Balance of shroudir g can now be readily removed.

r with flywheel shroud, and the

Fig.

26, complete with fuel tank.

d gaskets will be compressed and hard so

may not seal properly. Use a mixture of

nd oil on the cylinder head screws to pre-

from rusting tight against the cylinder

ghten cylinder head screws 22 to 24 foot

que, and after complete assembly and en-

in, retorque head screws.

the governor linkage before removing gear

the same mounting screws for governor

nd gear cover are used. Remove gear cover

d drive out two dowel pins as shown in

The cover can then be removed exposing

gears as shown in

Fig. 30.

In reassembly,

Fig. 27

Fig.

FUEL TANK If

a side mount gasoline tank is used, this should be

removed next.

Set' Fig. 27.

83608C

710S6C

83620C

CARBURETOR AND MANIFOLDS

The carburetor and manifolds can be removed in sec- tions as shown in

Fig. 28.

In reassembly tighten the nuts for mounting the man- ifolds, 14 to 18 foot pounds torque. Tightening be-

yond specification may cause the flanges to break.

CYLINDER HEAD

The cylinder head must be removed ifitis necessary to regrind valves, or to do work on the piston, rings

or connecting rods. I\ll of the cylinder head screws

are plainly in view and can be easily

of different lengths are used but these can be proper-

ly reassembled according to the various lengths of cylinder head bosses.

Before reassembling the cylinder heads. remove all carbon and

I("HI

deposits.

new cylinder head gaskets be used

removed,

Screws

is recommended that

Gil

reassembly,

Fig. 30

. I

GEAR

104716C.l

MI·468-3

tighten cap screws, 14 to 18

CAMSHAFT GEAR (Fig. 30)

Remove the three cap screws and lockwashers which hold the gear to the end of the camshaft. Note that the

camshaft gear

accurate assembly for valve timing. Reft'r to

Train, Fig . .10.

IDLER GEAR AND SHAFT (Fig. 31)

Take out the Allen-head setscrew that locks idler shaft in place. Screw is located in side of crankcase

behind magneto or distributor mountingflange. Remove

idler gear and shaft by means of a gear puller.

In reassembly;

up. Drive shaft into crankcase with soft metal ham- mer and maintain a tween idler gear and shoulder of shaft.

OIL PAN (Fig. 32)

The engine can now be inverted so that the supports and oil pan can be removed. oil pan mounting screws, 6 to 9

OIL PUMP (Fig. 33)

Remove locknut and driver gear from shaft.Ifgear is too tight to remove by hand, use a puller; hammering

on end of shaft to loosen gear will damag€'pump.

Take out slotted pipe plug from bottom of By means of a 5/32 inch Allen wrench, removelock- screw from pipe plug hole. Withdrawoil pump from in- side crankcase.

hand, tap front of pump housing (not shaft). with ham-

mer and brass rod.

has offset mountingholes to provide

be sure oil groove in shaft is facing

.003to.004

pump fits too tight to remove by

foot pouncls torque.

inch

clearance be-

In reassem,bly;

foot pounchl torque.

crankcase,

Gear

tighten

GEAR

COVER

Fig. 33

In reassembly; be

ing lines up with lockscrew hole in crankcase.

PISTONS AND CONNECTING RODS(Figs. 34, 35, 38)

By means of a 1/2" socket wrench, loosen and remove the hex locknuts from connecting rod bolts. Then, by tapping the ends of the bolts lightly. the connecting rod cap

Scrape off all carbon deposits

removal of pistons from upper end of cylinder. Turn crankshaft until piston is at top, then push connecting rod and piston assembly upward and out thru top of cylinder. Be careful not to mar the crank pin by allow- ing the rod bolts to strike or scrape across it. Place caps on rods immediately so that they will not be mis- matched in reassembly. Be sure that shims (used in' babbitt bearing rods), are inplace before cap is put on.

NOTE:

nished with

Sh.1I bearing

duction engines, and are interchangeable with babbitt

bearing rods for service replacement. Care should be taken in cap shouldbeassembled to the rod so that the

will

These models of engines were originally fur-

reassembly

sure lockscrew seat in pump hous-

break free fromthe bolts.

that

might interfere with

babbitt

rods are now being used for current pro-

cast connecting rod bearings.

to mount bearings properly. The

lB017BC

locat-

MI.469-3

Fig. 34

STAMPED NUMBERS

316307C

-UPPER ENDOF PISTON

I· --

E..:)COMPRESSION RINGS

[~-SCRAPER RING

Fig.

9220OC·l

Fig.

ing lug

of both bearing halves are on the same side

as illustrated in

Fig.

34. Refer to chart,

Fig.

104819C

38, for

clearance between bearing and crank pin.

When reassembling the

split-skirt

piston to the en- gine, the split should be toward the direction of crank- shaft rotation (clockwise facing cranking end). The thrust faces on the skirt of the

com-ground

piston are 900from the axis of the piston pin hole, with the wide section of the piston skirt toward the maximum thrust side, or opposite the crankshaft rotation,

Sectional, Fig.

skirt and cylinder must

2. The clearance between the piston

measured in the center of

see Engine

the thrust face at the bottom of the piston skirt. Refer

to Chart,

split-skirt

In reassembly;

Fig ..

1ll,

for proper skirt clearance for both

and

cam·ground

pistons.

be sure piston and connecting rod as-

semblies are put back into the same bore from which

they were removed. Use a suitable ring compressor and stagger the piston ring gaps 900apart around the piston. Oil the pistons, rings, wrist pins, rod bearings and cylinder walls before assembly.

CAU T/oN:

Identical numbers are stamped on the side of the rod with its corresponding cap. These numbers must be on the same side of the connecting rod when

mvu.".....,

u"'"'.... 'LFu

~1",,","",,,,

in engine. Be sure that

oil Itole

in connect-

is facing toward the oil spray nozzle, as

Fig.

35.

Install

new nuts on connecting

and torque 22 to 28 foot pounds.

RINGS (Fig's. 36, 37, 38)

expander tool is not available, install rings

the open end of ring on piston first, as

Fig.

J6. Spread ring only far enough to slip

CAM-GROUND SPLIT.SKIRT

.0035to.004· .004to.0045·

PISTON RING GAP .010to.020·

2nd, 3,d RING .001to.0025·

OIL R

PISTON PIN TO

NECT ING ROD.BUSHING

.0005to.0011·

.0000to.0008·

illht

.009to.018"

.0012to.003';·

.0007to.0020·

PLACE OPEN END OF RING ON PISTON . FIRST AS SHOWN

•

;g.

71152C

STANDARD

CRANK PIN DIMENSIONS

DIA. GRIND

,.. __ 1.130

• RING AND ROD CLEARANCES CHART

1.125 LENGTH

Fig.

MI·470-4

over piston and into correct groove, being careful not

to distort ring. Install bottom ring first and work to- ward the head of the piston. installing top ring last.

Each piston has two compression rings, a scraper ring, and an oil control ring. The outer diameter of the

top compression ring is chrome

plated.

Mountscraper ring with scraper edge down, otherwise oil pumping and excessive oil consumption will result. Refer to

Fig. 37

for the correct placement of piston rings.

CYLINDER BLOCKS

Clean all dirt and foreign deposits from between the cylinder fins and manifold ports.

The cylinder blocks do not have to be removed unless the cylinder bore is scored, out-of-round,or worn over- size more than 0.005 inch. In this event, the blocks will have to be removed, rebored and fitted with over-

size pistons and rings. This work should be done by

an authorized Service Center.

in the opinion of the service center attendant, a chrome re-ring is feasible, use Wisconsin TriCrome piston ring set, indicated in Parts List Section.

In reassembly;

ing nuts,

YALYES

Remove valve tappet inspection plate and compress valve springs with a standard automotive type valve lifter as illustrated. Insert a rag in the opening at the bottom of valve chamber so the retaining locks do not

fall into engine crankcase. Remove retaining locks, seats, springs, valves and clean these, as well as the ports and guides. of all carbon and gumdeposits. Tag oach valve so that in reassembly they willbe mounted

in the same guide they were removed from. Replace valves that are burned or pitted.

The exhaust

inserts

are of

tighten the four cylinder block mount-

40to50 foot pounds torque.

and

SEAT INSERTS (Fig.

valve

face and replaceable exhaust seat

stellite

material. A positive type

39)

valve

rotator.is furnished as standard equipment on the ex-

haust valves. Clean and inspect operation of rotor.

The inlet and exhaust valve seat inserts can be re- moved, when replacement becomes necessary, by

means of Wisconsin MotorDF·66·A insert puller. S.fore

sible replacement. Refer to

grinding

valves, inspect valve guides for pos-

Valve Guide

paragraph. The valve face is ground at 450to the vertical center line of the valve stem and the valve seat insert should

also be ground at a

450angle. Alter

grinding,

lap

valves in place until a uniform ring will show entirely

around the face of the valve. Clean valves, and wash block thoroughly with a hot solution of soap and water. Wipe cylinder walls with clean lint free rags

and light engine oil, especially if cylinders were rebored and honed.

Valve

guides in the cylinder block are replaceable.

The valve stem has a clearance of

guide. When the clearance becomes

.003to.OOS·

.007·,

the guide

in the

should be driven out and a new guide pressed in place.

Use Wisconsin MotorDF.72 driver.

CRANKSHAFT (Fig. 40)

To remove crankshaft, take out the six capscrews in

main bearing plate at the take-off end. The plate can

then be pried off and the crankshaft removed from that end of crankcase. tity and thickness of bearing plate gaskets and shims

as were removed, since these ate necessary to give

proper end play for the tapered roller crankshaft bear-

ings.

give is

End play

colJ.

should be

There is practically no wear in these

bearings so that readjustment is seldom necessary

after proper assembly.

CAUTION:

In reassembly, the timini maries on the

crankshaft gear and camshaft gear must be aligned as

shown in

Fig. 30,

properly, or if timing is off considerably, engine will not run at all. .

The mounting holes in main bearing plate are off-set

so that the plate will be correctly mounted for' main

bearing lubrication. Tighten main bearing plate cap- screws,

to 30

In reassembly;

.002to.004

use same quan-

inch when en-

otherwise engine will not operate

loot pounds

torque.

MI-""-3

Fig. 39

1940S9C

CAMSHAFT (Fig. 41)

The camshaft must be withdrawn from the flywheel

Fig. 40

71075C

PULL AlVE TAPPERS. IN OUTWARD DIRECTION

BOLT

ar pin

c er, and the governor is driven off the camshaft

en d pins ( n the flyweights bear against the flanged

sl ing sle w 'ghts tr smitted through a ball thrust bearing to the gov- er or lever. which in turn is connected to the carbu-

ce trifugal force in the flyweights acts against the sp0ng and closes the throttle to a point where the

en ine un er varying load conditions. This speed can be va ed toSait conditions by adjusting the governor

driven

r at crankshaft speed.

e flyweinhts are hinged to lugs on the gear. Hard-

move

r thrott e lever. A spring connected to the gov- or lever tends to hold the governor flyweights to ir

inner

ttle Optn. As the engine speed increases, the

spee

ng tens on to suit.

into the upper part of the timing gear

eve,

movingitback and forth as the fly-

in or out. The motion of the sleeve is

position, also to hold the carburetor

d will be maintained practically constant

Fi9. 41 104726C

end of the engine us shown in ing, be sure the spring and plunger are in place in the end of the camshaft, as they hold the camshaft in position endwise. These parts are shown in the

sectional view of the engine,

VALVE TAPPETS

The valve tappets are taken out after the camshaft is removed. In reassembly, the tappets must of course be inserted in proper position in crankcase, before

the camshaft is assembled, After the cylinder blocks have been assembled to

the crankcase, adjust the valve tappets as shown in

Fig.

42. With the tappets in their lowest positions, engine cold, the clearance should be the

inlet

and

.016

inch

out Stellite valves.

GOVERNOR - OP ERATION

The centrifugal flyball governor rotates on a station-

VALVE TAPPET AD

for the exhaust, with or with-

Fig.

Fig. 2.

,t1.

When replac-

.008 inch

for

ERNOJ~ADJUSTMENT

control rod between the governor and carburetor

t be adjusted to the proper length, otherwise the go rnor accion will be faulty. With the engine at rest the governor spring will hold the flyweights the control rod must be of such length as to hold the

car uretor throttle wide open at that point. The ac- cur cy of this adjustment can be tested by discon- nee ing the control rod from the governor lever, and the pushing the rod toward the carburetor as far as it

OIl

go. This will open the throttle wide. The gov- ern r lever should then be moved as far as possible in t e same direction, all of this being done with the the rod dis ronnected from the lever. Holding both

in the above position, the rod should be screw-

to the swivel block on the carburetor, until the

end of the rod will register with the hole in the , then, screw the rod in two more turns. Insert od ink the hole in the governor lever and as-

Ie cotter pin. With the governor lever pushed to-

the carburetor as far as it will go, there should

out a 1/16 inch clearance between the throttle

and the stop pin on the carburetor. ThE: clear- anc will c ruse the lever to bounce back from the stop pin, raher than jam against the pin, when a

load is suddenly applied to an idling engine. This will eliminate excessive wear on the threads in the carb retor throttle swivel block.

in,

and

Fig.42

71059C

The overnor can be disassembled from the engine by

first removing the governor housing, after which the entir governor can be withdrawn from the stationary pin. he construction of the governor can be best seen from the sectional drawing of the engine,

The overnor lever is furnished with 12 holes, as show in

is ery important that the spring is hooked into! the

oper ed. The Governor Lever Chart, the the h Ie

will less than the no

Fig;.

43, for attaching the governor spring.

hole to suit the speed at which the engine is

Fig.

II/load

and no

coresponding

load

speeds of the engine and

thereto. The full load speed

Fig. 2.

43, shows

MI-472-3

LOAD

;~~~:.

1500

1600

1700

1925 2015 2100

2195 2300

2420

GOVERNOR

LEVER

HOLE

1'10.

-12

-10

-9

6 6

7 7

-I

OIL FILLERAND

NSPECTION PLATE,

2495

load speed. As an example; if the engine is to be op- erated at 2000 revolutions per minute under spring should be hooked into the

ernor lever, and the spring tension adjusted by means of the adjusting screw to run 2100 revolutions per minute at no be approximately 2000 revolutions per minute. A tachometer or revolution counter should be used against the crankshaft to check speed while adjust- ing the governor spring tension.

Fig. 43

6th

hole in the gov-

loael.

The speed at full load will then

loael,

the

CLUTCH AND REDUCTION GEARS

CLUTCH

The clutch furnished with these models of engines is ofthe disc type running in oil. Use the same grade

oil in the clutch as is used in the crankcase of the

.>nginc. The oil should be filled through the inspec-

ion plate opening, to the height of the oil level plug.

Approximately a pint of oil is required.

CLUTCH ADJUSTMENT

the clutch begins to slip,itshould be readjusted,

otherwise it will become overheated and damaged.

Fir;t

romove the inspection plate which will expose

til<'

notched

pushing the

until the clutch

in=pection opening. Loosen one full tum. Keep the crankshaft from turning, then, by means of a screw driver as shown in

the

acl;usting ling,

direction, until a very firm pressure is required to engage the clutch with the lever. Be sure that the clutch cams snap over-center on final adjustment. Securely tighten adjustment lockscrew. Assemble in-

spection plate, being sure that the gasket fits proper-

and is not broken.

acl;usting ling.

engaging level

Release the

forward. Turn engine over

acl;ustment lock

aeljustment

one notch at a time in a clockwise

See Fig. 44.

clutch,

is visible thru the

locksclew,

Fig.

45, tum

CLUTCH

ENGAGING LEVER

(RELEASED POSITION)

Fig. 45

244949C·A

CLUTCH ~EDUCTION UNIT

~DJUSTMENT

he clutch in the clutch reduction unit is the same

aiused in the clutch take-off assembly. The clutch a Ijustment is made t ru two pipe tap openings; one fc

r the

ael;ustment loc

tl e

ael;usting ring, as

ale four ing, to provide a mes as of adjusting the clutch re- gudless of what posi don the unit is mounted in.

R~move the two pipe plugs on the side of the hous-

ing (if not accesaible, use the two optional taps).

with the starting crank until the is visible thru the pije plug opening nearest to the

Y:z

inch squar ~head pipe plugs in the hous-

sengage the clutch and turn engine over slowly

·screw

and the otherfor turning

illustrated in

acl;ustmerrtloclcscrew

Fig.

46. There

Mi·4!).4

ENGAGING LEVER

(Released Position)

-OPTIONAL-

ADJUSTING PLUG

ADJUSTING LOCK

NOTCHES ON

ADJUSTING RING

ADJUSTMENT

LOCKSCREW

REDUC ION GEARS

Reducti gears are furnished with several different

me with spur gears, others with chains.

same general design, except that some are

with clutches, others without. These reduc-

tion gear require the same grade of oil as is used in

case ofthe engine. For various installations the unit are assembled to the engines in various position . Several plugs are furnished so that the lubricati n may be properly taken care of regardless

of the sition of the installation. For instance,

there wi always be one plug on top tobeused for filling

0 •

There will always be one plug below for draining il, and there will be one plug on the side slightly bove the bottom, to be used as an oil level

plug.

Se Fig. 47.

The oil hould always be filled when the engine is at rest. Wh the oil becomes dirty, it should be drain-

ed, whil the engine is hot and fresh oil added. The

frequenc at which these oil changes should be made depends entirely on the kind of service in which these ge rs are used, but even with light service the

oil chan

hundred

e should be made at least once every five

ours of operation, adding sufficient oil be-

tween c nges to keep the oil up to the oil level

plug.

All

27S568C

engine. Loosen

lockscrew

Fig. 46

one full turn, or enough to relieve the tension of the lock against the notches on the

adjusting ring.

to expose the

notches

Then, turn engine over slightly

adjusting ring.

Keep engine crankshaft from turning, while thru the adjacent pipe plug opening, turn the

adjusting ring

with a screw driver, one notch at a time in a clockwise direction (viewing from take-off end), until a very firm pres- sure is required to engage the clutch with the lever.

Tighten adjustment lockscrew and mount pipe plugs, when adjustment is completed.

IL FILLER PLUG

!?IL LEVEL PLUGS

Fig. 47

llf,AIN

PLUG

76090C

Whenthe season's work is completed, the following instructi ns should be carried out very carefully to protect t e engine over winter.

The outs de of the engine, including the cooling fins on the c linders and heads, should be thoroughly cleaned f all dirt and other deposits.

The air Leaner, at the carburetor intake, should be thoroughl cleaned of all oil and accumulated dust, and the ediment removed from the oil cup at the bottom0the cleaner.

To prote t the cylinders, pistons, rings and valves and keep them from rusting and sticking, a half and half mixt re of kerosene and good "gasoline engine" oil (the s me kind of oil as used in the crankcase of the engi e), should be injected into the opening n the

intalce manifold

while the engine is

pipe tap

warm and running at moderate speed. About a quarter of a pint is necessary, or enough so that a heavy bluish s oke will appear at the exhaust. The igni- tion swit h should then be shut off and the engine stopped. his fogging operation will give a coating of oil on he above mentioned parts, protecting them

tmosphere.

s where the pipe tap opening on the intake

s inaccessible, the rust preventative may

d into the air intake on the carburetor while

the engin is running, so the mixture will be drawn

ngine. The air cleaner connection will of

e to be disconnected from the carburetor

MI.474·3

+ 65 hidden pages

Wisconsin VE4D, VF4D Instruction Manual

Specifications and Main Features

Frequently Asked Questions

User Manual