WISCONSIN
MODELS
V465D
V41NID, V461D
REPAIR
~
WISCONSIN
MOTORS, LLC
FOREWORD
Goodoperation and a plannedmaintenance
programas outlined in this manualare vital in
obtaining maximum
engineperformance
andlong enginelife. Theinstructions on the following
pageshavebeenwritten with this in mind,to give the operatora better understanding
of the
various problemswhichmayarise, andthe mannerin whichtheseproblemscanbest be solved
or avoided.
Theoperatoris cautionedagainst the use of anyparts, other than genuineWisconsinparts,
for replacement
or repair. Theseparts havebeenengineeredandtested for their particular
job, andthe use of anyother parts mayresult in unsatisfactoryperformance
andshort engine
life. Wisconsin
distributors anddealers, because
of their close factory relations, canrender
the best andmostefficient service.
THE LIFE OF YOURENGINEDEPENDS
ON THE CAREIT RECEIVES.
The MODEL,SPECIFICATION
and SERIALNUMBER
of your engine must be given when
ordering parts. The MODEL
and SPECIFICATION
numberare on the nameplate. The SERIAL
NUMBER
is stamped
either on the crankcaseor the engine’s identification tag.
Copy the MODEL,SPECIFICATION
and SERIALNUMBER
in the spaces provided below so
that it will be availablewhenorderingparts.
MODEL
SPECIFICATION
SERIAL NUMBER
To insure promptandaccurateservice, the following informationmustalso be given:
1. State EXACTLY
the quantity of eachpart andpart number.
2. State definitely whetherparts are to be shippedby express,freight or parcel post.
3. State the exact mailing address.
IMPORTANT
READTHESE INSTRUCTIONSCAREFULLY
All pointsof operationandmaintenance
havebeencoveredas carefully as possible,but if further
informationis required,sendinquiries to the factory for promptattention.
Whenwriting to the factory, ALWAYS
GIVE THEMODEL,SPECIFICATION
ANDSERIAL
NUMBER
of the enginereferred to.
Starting and OperatinqNewEngines
Carefulbreaking-inof a newenginewill greatlyincreaseits life andresult in troublefreeoperation.
A factory test is not sufficient to establishthe polishedbearingsurfaces,whichare so necessary
to the properperformance
andlong life of an engine.Thesecanonly be obtainedby runninga
newenginecarefully andunderreducedloads for a short time.
¯ Besurethe engineis filled to the properlevel with a goodquality engineoil.
¯ For properprocedures
to follow whenbreaking-ina newengine,see’Testing Rebuilt Engine’.
Thevariousbearingsurfacesin a newenginehavenot beenglazed,as they will be with continued
operation,andit is in this periodof "runningin" that specialcaremustbe exercised,otherwise
the highly desired glaze will never be obtained. A newbearing surface that has oncebeen
damaged
by carelessnesswill be ruined forever.
IMPORTANT
SAFETY
NOTICE
Properrepair is importantto the safe andreliable operationof an engine.This RepairManual
outlines basic recommended
procedures,someof whichrequire special tools, devicesor work
methods.
Improperrepair procedures
can be dangerous
andcould result in injury or death.
READ AND UNDERSTAND ALL SAFETY PRECAUTIONS AND
WARNINGS BEFORE PERFORMING REPAIRS ON THIS ENGINE
Warninglabels havealso beenput on the enginesto provideinstructions andidentify specific
hazardswhich,if not heeded,couldcausebodily injury or deathto youor other persons.These
labels identify hazardswhich maynot be apparentto a trained mechanic.Thereare many
potential hazardsfor an untrainedmechanic
andthere is no wayto label the engineagainstall
suchhazards.Thesewarningsin the RepairManualandon the engineare indentified by this
symbol:
z
WARNING
Operationsthat mayresult only in enginedamage
are identified in the RepairManualby this
symbol:
,&CAUTION
WisconsinMotors, LLCcannotanticipate every possible circumstancethat might involve a
potential hazard;therefore, the warningsin this manual
are not all inclusive. If a procedure,
tool, device or workmethodnot specifically recommended
by WisconsinMotors, LLC,is used,
youmustsatisfy yourself that it is safe for youandothers. Youshouldalso ensurethat the
engine will not be damaged
or madeunsafe by the proceduresyou choose.
IMPORTANT:
Theinformation,specificationsandillustrations in this manualare based
on informationthat wasavailable at the time it waspublished.The specifications,
torques, pressuresof operation, measurements,
adjustments,illustrations and other
items can changeat any time. Thesechangescan affect the service given to the
product. Get the completeand mostcurrent informationbefore starting any job. For
parts, service, or information, contact WisconsinMotors,LLC, Memphis,
Tennessee.
WARNING
Most sub-systems used in conjunction with Wisconsin Motors, LLC, industrial engines
including (but not limited to) radiators, hoses,fans, fuel tanks, fuel lines or other fuel system
components,batteries, electrical connections or other electrical components,clutches,
transmissions, hydraulic pumpsand generators, are not supplied by WisconsinMotors, LLC.
these items are provided by the manufacturerof the end item in which the engine is used.
Someof the dangers associated ’with servicing such items are generally mentionedin this
manual;however,the appropriate handbooksand safety instructions provided by the manufacturer of the enditem should alwaysbe consulted prior to the undertakingof any work on subsystemsattached to the engine, to avoid any hazardsinherent to these sub-systems.
Readandobserveall individual safety warningsas you use this manualto operate, service or
repair your engine.
Alwaysexercise caution wheneve="working with an engine or any associated system.
Injuries maybe causedby lack of care whenworking with, or near, movingparts, hot parts,
pressurizedsystems,electrical equipment,or fuel systems.
Always wear eye and hearing protection whenworking on or near engines.
Improperattire suchas looseclothing, ties, rings, soft shoesor bare feet couldbe hazardous
and
should be avoided whenservicing engines.
Useor service of the engine(including the useof modifiedparts or materials) not in accordance
with manufacturer’sspecifications could damage
your engine or causepersonal injury.
WARNING
Someequipment and materials used in the overhaul or maintenanceof an engine such as
machinetools, electrical equipment,compressed
air, solvents, gasoline or other fuels maybe
dangerousand can causeinjury. Alwaysobservesafety precautions.
iii
SAFETY PRECAUTIONS
¯ Neverfill fuel tank while engneis runningor hot;
avoidthe possibility of spilled fuel causinga fire.
Donot operateenginein a closed building unless
the exhaustis pipedoutside. This exhaustcontains
carbon monoxide, a poisonous, odorless and
invisible gas, whichif breathedcausesserious
illness andpossible death.
¯ Alwaysrefuel slowly to avoid spillage.
¯ When
starting engine, maintain a safe distance
from movingparts of equipment.
Nevermakeadjustmentson machinerywhile it is
connected
to the engine,without first removingthe
ignition cable fromthe spark plug. Turningthe
machineryover by hand during adjusting or
cleaningmight start the engineand machinerywith
it, causingseriousinjury to the operator.
¯ Donot start enginewith clutch engaged.
¯ Do not spin handcrank whenstarting. Keep
crankingcomponents
clean andfree from conditions
which might causethe crank jaw to bind and not
releaseproperly.Oil periodically to preventrust.
¯ Neverrun engine with governordisconnected,or
operate at speedsin excessof 2400R.P.M.load.
familiarize
Keep this
yourself
Precaution is the best insurance against
accidents.
book handy at all times,
with the operating
instructions.
Model V465D
3-3/4" Bore m 4" Stroke
177 cu. in. Displacement
Models V461 D, V460D
3-1/2" Bore- 4" Stroke
154 cu. in. Displacement
2
CONTENTS
AirCleaner,
Pre-Cleaner
.......................................................
11,12
Alternator
-- BeltDriven
..........................................................
34
Bearing
-- Center
Main
.............................................................
11
Breather
Cap..............................................................................
10
12
Carburetor
Adjustment
..............................................................
Carburetor Service
ZenithModel
87A8
........................................................
35-37
18
Clutch
Adjustment
.....................................................................
Clutch
Power
Take-off
...............................................................
18
Clutch
Reduction
Unit................................................................
19
Compression
-- Restoring
..........................................................
16
Cooling
......................................................................................... 8
Dieseling,
Anti-Diesel
Valve
.....................................................
10
23
Disassembly
andReassembly
....................................................
Accessories
..........................................................................
23
Camshaft
.............................................................................. 30
Camshaft
Gear.....................................................................
30
Carburetor
andManifold
.....................................................
25
CenterMainBearing,Roller Type(Older Models)..............
32
CenterMainBearing,
ShellType.........................................
Connecting
RodandPiston..................................................
Crankshaft
andMain
BearingPlate.....................................
Cylinder
Barrel
....................................................................
Cylinder
Head
......................................................................
Cylinder
Shrouding
..............................................................
Distributor
andAccessory
Drive..........................................
Engine
Supports
andOilPan...............................................
Flywheel
..............................................................................
Flywheel
Shroud
..................................................................
FuelPump
............................................................................
Gear
Cover
..........................................................................
Gear
Train
............................................................................
Generator
.............................................................................
Governor
...............................................................................
OilPressure
Reducing
Valve
...............................................
OilPressure
ReliefValve
......................................................
OilPump
..............................................................................
30
28
31
27
27
25
24
26
23
24
25
25
26
24
25
32
31
26
IdlerGearandShaft..............................................................
31
Piston
................................................................................... 28
PistonRingandRodClearance
Chart..................................
29
Piston
Rings
.........................................................................
28
ValveGuides
andSeatInserts.............................................
30
Valves
.................................................................................. 29
Rocker
Arm
Assembly
........................................................
30
Distributor
Maintenance
............................................................
14
ElectricWiring
Circuits
.............................................................
15
Electrical Wiring Diagrams
Distributor
IgnitionwithAlternator
.....................................
34
Distributor Ignition withGenerator(OlderModels)............
14
Magneto
Ignition
.................................................................
15
12
Firing
Order
...............................................................................
Fuel
.............................................................................................. 9
FuelMixture
..............................................................................
20
FuelPump
andPriming
...............................................................
9
Gasoline
Strainer
.......................................................................
12
General
Information
andDesign
..................................................
Generator
(OlderModels)
..........................................................
Governor
Adjustment
andOperation
.........................................
Horsepower
.................................................................................
Ignition
Spark
............................................................................
8
15
17
8
16
12
Ignition
System
..........................................................................
Illustrations, Engine
5
Take-off
View
.......................................................................
5
FanEndView
........................................................................
6,7
Sectional
Views
..................................................................
Lubrication
System
..............................................................
11
3
Keep
Engine
Clean
......................................................................
8
Lubrication
..................................................................................
Lubrication
System
.................................................................
8,11
MagnetoService
Fairbanks-Morse
TypeFM-X4B7D
.....................................
38
OilFilter.................................................................................... 10
9
Oil -- Gradeof andServiceClassification
..................................
10
OilPressure
andAdjustment
......................................................
Rotation
....................................................................................... 8
17
Rocker
Arm
Covers
...................................................................
Safety
Notice
..........................................................................
ii-iii
Safety
Precautions
.......................................................................
2
SafetySwitch-- HighTemperature
..........................................
19
SolidStateIgnition
Distributors
......................................
12, 3940
Spark
Plugs
................................................................................
16
Starting
Motor
-- Electric...........................................................
9
8
Starting
andOperating
Instructions
..............................................
StartingandOperating
New
Engines
............................................
i
Starting
Procedure
.......................................................................
9
Stopping
Engine
-- Vapor
Lock................................................
10
Storage
of Engine
for Winter
.....................................................
21
Testing
Rebuilt
Engine
..............................................................
23
Timing
....................................................................................... 12
Distributor
Timing
...............................................................
13
Magneto
Timing
..................................................................
15
Neon
Lamp
Timing
.............................................................
14
Timing
Instructions
....................................................................
13
Timing
Marks
............................................................................
13
Troubles
-- Causes
andRemedies
.............................................
20
Backfiring
Through
Carburetor
............................................
Compression
........................................................................
Engine
Stops........................................................................
High
OilPressure
.................................................................
Ignition
................................................................................
Knocking
.............................................................................
Low
or NoOilPressure
.......................................................
Missing
................................................................................
21
20
21
21
20
21
21
20
Overheating
.........................................................................
21
20
StartingDifficulties-- FuelMixture
...................................
21
Surging
or Galloping
...........................................................
Valves
-- Grinding
...............................................................
29,30
Valve
Tappet
Adjustment
..........................................................
16
Warm-Up
Period-- Overspeeding
............................................
10
KEEP EN(
PREVENT
INE
OVERHEATING
This engine is cooled by a flow of air from a combination fan-flywheel,
encased in a sheet metal shrouding. The air is divided and directed
by ducts and
baffle plates to insure uniform cooling of both banks
of cylinders. If dirt and chaff are allowed to accumulate in the cylinder shrouding or in the V between
cylinder banks, the flow of cooling air will be restricted,
creating an overheating
condition,
which
could result in costly repairs.
The rotating screen, illustrated
in Fig. B, is recommended for engines operating in dusty and dirty conditions.
The screen deflects foreign materials away
from the air intake opening and helps maintain maximum cooling efficiency.
Keep rotating screen clean.
Even a small section of screen clogged up with dirt
will restrict the intake of cooling air enough to bring
about an overheating condition.
With reference to Figures A and B; follow these few
cleaning and maintenance instructions
to insure trou- ’
ble free and satisfactory
engine performance.
1. Cylinder head covers can be removed by releasing
snap clips and unscrewing wing nut. Clean out all
dirt and chaff from interior of shroud and from between fins of cylinders and heads.
2. Removedirt an,~ chaff from cylinder
at manifold ports.
3. Keep space between cylinder
heat deflectors
CLEAN
4. Replace this oil filter
cartridge every other oil
change. If operating conditions are extremely dusty
replace cartridge every oil change. See Oil Filter
instructions,
Page 10.
5. Rotating screen must be kept clean. Accumulated
dirt caked on screen will restrict cooling.
6. Read instructions on air
The entire air cleaner
engine at least once a
vent to clean out dirt
trap and filter element.
cleaner regarding its care.
should be removed from the
year, and washed in a solgathered in the back fire
7. The collector
type pre-cleaner
must be emptied of
accumulated dirt frequently,
depending on dust
conditions. Do not use oil or water in pre-cleaner,
this must be kept dry.
8. Do not allow shrouding to become damaged or badly dented as this will retard air flow.
Never operate engine with air shrouding removed.
Every 4 to 8 hours, depending on dust conditions,
check air cleaner and change oil. See Page 12.
Every 8 hours check crankcase oil level. Keep filled
to full mark on oil gauge saber, but no more. Every
50 hours drain crankcase and refill
with fresh oil.
See Lubrication, Pages 8 and 9.
banks clean.
6
4
Fig. A
Fig. B
MUFFLER
ANTI-DIESE LING
SOLENOID
BUTTON
ROCKER ARM COVERS
VARIABLE
SPEED
~IOR CONTROL
OIL FILLER AND
BREATHER CAP
PRESSURE GAUGE
- STARTER
SWITCH
CYLINDER
NU
VOLT AGE
IGNIT ION
fWHEEL
SHROUD
GENE
DISTRIBUTOR
PREoCLEANE
FUEL PUMP
HEAT SHIELD
OIL BATH
~
AIR
CLEANER
GASOLINE
STRAINER
PUMP
L GAUGE
SABER
STARTING SO
STARTING
MOTOR~
OIL FILTER
OIL DRAIN PLUG
-OPTIONALOIL GAUGE AND
FILLER LOCATION
Fig. 1
IGNITION COl.
GENERATOR
DISTRIBUTOR
;CESSORY DRIVE ASSEMBLY
VOLTAGE REGULATOR
CARBURETOR~
GOVERNOR ASSEMB~
GOVERNOR:
ADJUSTING SCREW
~LEVER
~
/SPRING
LOCKNUT~
ANTI-DIESELING~
SOLENOID
FLYWHEEL
AIR SHROUD
I t.~,~_~
CAMSHAFT
THRUSTPLUNGI
UEL PUMP
OIL
MAINBEAI:
--CAMSHAFT
IDLER
~-MAIN BEARING
HAND CRANK
DIL PUMP
FAN-FLYWHEEL
6
SECTIONALVIEWS OF ENGINE
~OIL
rOlL
/
PRESSURE REDUCING VALVE
BATH AIR CLEANER
EXHAUST MUFFLER
PRE- CLEANER\
/ GASOLINE STRAINER
EXHAUST
/
ROTATOR
,~TTAPPET
ADJUSTING
SCREW
//
~-OIL FILLER AND
BREATHER CAP
SPARK PLUG\\
/
/
HI- TEMP
SAFETY
L DIP
STICK
SHAFT
LOCK-SCREWS
STARTING SOLENOID
STARTING MOTOR
OIL PRESSURE j
RELIEF
VALVE~
OIL FILTER
MODELS V-460D,
V-461D
~
OIL DRAIN PLUG
AND V-465D
~CENTER
MAIN BEARING
GENERALINFORMATION AND DESIGN
Wisconsin engines are of the four cycle type, in which
each of the four operations of intake, compression,expansion and exhaust requires a complete stroke. This
gives one power stroke per cylinder for each two revolutions
of the crankshaft.
ROTATION
The rotation
of the crankshaft
is clockwise when
viewing the flywheel or cranking end of the engine.
This gives counter-clockwise
rotation
when viewing
the power take-off
end of the engine. The flywheel
end of the engine is designated the front end, and the
power take-off end, the rear end of the engine.
COOLING
Cooling is accomplished by a flow of air, 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 part
shrouding removed, -- this will
cooling.
Keep cylinder
and head fins free
of the
retard the air
from dirt
and chaff.
Impropercirculation of cooling air will cause engine
to overheat.
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 directed from
the coil to the spark plugs, at the proper time, by a distributor. Electric starter and alternator are furnished with
distributor ignition.
Magnetoignition can be furnished in place of distributor, when specified.
The high tension magneto used,
is fitted
with an impulse coupling that provides a
powerful spark for easy starting.
LUBRICATIONSYSTEM
A gear type pump provides pressurized lubrication
to
the connecting rod bearings, camshaft bearings, tappets, valve train and to an oil spray nozzle in the gear
cover. The spray nozzle lubricates
the governor and
gear train. The oil expelled from these areas form a
mist which lubricates the cylinder walls and the antifriction crankshaft bearings.
HORSEPOWER CHART
R.P.M.
V-460D
V-461D
V-465D
1600
1800
2000
2200
2400
2600
2800
3000
40.9
45.6
50.2
53.8
56.8
58.4
60.2
60.5
41.6
47.5
52.4
56.7
60.0
63.0
64.5
65.9
HORSEPOWER
The horsepower given in the above chart is for an
atmospheric temperature
of 60 ° Fahrenheit,
at sea
level, and at a Barometric pressure of 29.92 inches
of mercury.
For each inch lower Barometer reading,
from above horsepower.
For each 10° higher temperature,
duction in horsepower of 1%.
there
deduct 3~/2%
will be a re-
For each 1000 ft. altitude above sea level,
be a reduction in horsepower of
there will
The friction
in new engines cannot be reduced to the
ultimate minimum during the regular block test, but
engines will develop at least 85 per cent of maximum
power when shipped from the factory. The power will
increase as friction
is reduced during a few days of
operation.
The engine will develop approximately 95%
of power shown on chart when friction
is reduced to
a minimum.
For continuous operation,
shown, as a safety factor.
limit
to 80% of horsepower
INSTRUCTIONS FOR
STARTING AND OPERATING
LUBRICATION
All of the circulated
oil passes thru a full.flow
oil
filter. Crankcaseimpurities are collected in the filter
element, thereby minimizing friction
and reducing
wear to critical
moving parts of the engine.
GOVERNOR
A governor of the centrifugal
flyball
type controls
the engine speed by varying the throttle
opening to
suit the load imposed upon the engine. All engines
are equipped with either
fixed speed governors,
a
variable speed regulator to control the governed
speed of the engine, or an idle control.
Before starting a new engine, fill
crankcase with the
correct grade of lubricating oil, as specified in "Grade
of Oil" chart. Fill through the breather tube opening
with 6 quarts of oil, and check level by meansof the
oil gauge saber. When replacing oil filter,
an additional | quart of oil is required.
For run-in of new engines, use same oil
mendedin Grade of Oil Chart.
as recom-
The standard oil gauge saber is located on the left
hand side, below the oil filler-breather
tube. See
Fig. 1. When specified,
a saber can be furnished on
the opposite side, behind the starting motor.
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. Select your oil solely
on quality and suitability
- never o~ price - for
no one thing is so sure to bring about unsaUsfactory
performance
and unnecessary
expense as incorrect
lubrication.
High-grade highly refined oils, corresponding in body to the S. A. E. Viscosity
Numbers
listed in Grade of Oil Chart will prove economical
and assure long engine life.
Fig. 2
SERVICE CLASSIFICATION OF OIL
pistons
In addition to the S.A.E. Viscosity grades, oils are also
classified according to severity of engine service. Use oils
classified by the Americal Petroleum Institute as Service
SE, SFor SG. These types ofoil are for engines performing
under unfavorable or severe operating conditions such as:
high speeds, constant starting and stopping, operating in
extreme high or low temperatures and excessive idling.
Be sure that air vent in tank cap is not plugged- this
would impede the flow of fuel to the carburetor.
GRADEOF OIL
Spring, Summer
or Fall
+ 120°F to + 40°F
SAE30
Winter
+ 40°F to + 15°F
"I" 15°Fto 0°F
Below Zero
SAE20-20W
SAE 10W
SAE 5W-20
UseOils classified as Service SE, SF, SGor CC
Crankcase Capacity
6 Qts.
Additional for Oil Filter
I Qt.
For run-in of new engines, use same oil
mendedin Grade of Oil Chart.
as recom-
Follow summer recommendations
is housed in warm building.
if engine
in winter
FUEL PUMPand PRIMING (Fig.
added
To drain oil, remove drain plug in oil pan at oil filter
side. Oil should be drained while engine is hot, as it
will then flow more freely.
Whenpriming, a distinct
resistance
of the fuel pump
diaghragm should be felt when moving the hand lever
up and down. If this does not occur, the engine should
be turned over one revolution
so that the fuel pump
drive cam will be rotated from its upper position
which prevents movement of the pump rocker arm.
Assuming the gasoline strainer is empty, approximately 25 strokes of the primer lever are required to fill
the bowl. See Fig. 2. Aftef strainer bowl is full, an
additional
5 to 10 strokes are required to fill the
carburetor
bowl. When carburetor
is full the hand
primer lever will move more easily.
STARTING
STARTING MOTOR
A 12 volt starting
motor with an attached starting
solenoid is provided as standard equipment on this
model engine, unless otherwise specified.
Do not oil Bendix drive. Keep screw threads clean
and if necessary, lubricate with powdered graphite.
FUEL
STARTING
The fuel tank should be filled
with a good quality
gasoline, free from dirt and water. Some: of the poorer
grades of gasoline contain gum which 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
from operating at all.
1. Check crankcase oil
fuel valve.
Use only reputable,
well
REGULAR GRADE gasoline.
known brands
2)
The diaghragm type fuel pump is actuated by an eccentric on the camshaft, as illustrated
in cross sectional view of engine, page 6.
ELECTRIC
Checkoil level every 8 hours of operation.
The old oil should be drained and fresh oil
after every 50 hours of operation.
will be damaged, etc.
Hand Primer for hand crank engine is furnished as an
option, and is a necessary function when starting
a
new engine for the first time, or when engine has been
out of operation for a period of time. Gravity feed and
electric start engines do not require hand priming.
GRADE OF OIL
SEASONOR TEMPERATURE
and bearings
of
The gasoline should have an octane rating of at least
90. Low octane gasoline will cause the engine to detonate, or knock, and if operation is continued under
this condiUon, cylinders will score, va~.ves will bum,
PROCEDURE
2. Disengage clutch,
level
and fuel
supply.
Open
if furnished.
3. New engines require priming;
paragraph for instructions.
refer
to "Fuel Pump"
4. Set throttle
about 1/2 open if variable speed governor control is furnished;
with a two-speed control, start in full load position.
switch to ’start’
position
5. Turn ignition-starting
and at the same time pull out choke button only
sufficient
to start the engine. Release choke button to open position after engine starts,
but re-
cl~oke if ~t tends to stop. Even a hot engine requires a momentarychoking when starting. When
engine starts release switch to ’run’ position.
If flooding should occur, continue cranking with the
starting motor, but with choke open (choke button in).
After engine starts; allow it to warm up a few minutes
before applying load, as prescribed
in ’Warm-Up
Period’ paragraphs.
New engines; started for the first
time, 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 front cover
of this manual, for correct running-in procedure.
WARM-UP PERIOD
The engine should be allowed to warm up to operating
temperature before load is applied. This requires only
a few minutes of running at moderate speed. Racing
an engine or gunning it, to hurry the warm-up period,
is very destructive
to the polished wearing surfaces
on pistons, rings, cylinders,
bearings, etc., as the
proper oil film on these various surfaces cannot be
established
until the oil has warmed up and become
sufficiently
fluid. This is especially important on new
engines and in cool weather.
Racing an engine by disconnecting the governor, or by
doing anything to interfere
with the governed control
engine speed, is extremely dangerous. The governor
is provided as a means for controlling
the engine
speed to suit the load applied, and also as a safety
measure to guard against
excessive
speeds, which
not only overstrain all working parts, but which might
cause wrecking of the engine and possible injury to
bystanders°
All partsof the engineare designedto safelywithstand any speedswhich might normallybe required,
but it must be remembered
that the stressesset up in
rotatingpartsincreasewith the squareof the speed.
That meansthat if the speedis doubled,the stresses
will be quadrupled,
and if the speedsare trebled,the
stresseswill be nine timesas great.
Strict adherenceto the preceding instructions cannot
he too strongly urged, and greatly increased engine
life will result as a reword for these easily applied
recommendations.
in hard starting,
which can be overcome by choking
the engine when cranking or waiting until the engine
has cooled off sufficiently
to overcome the vapor lock.
ANTI-DIESEL
VALVE
High compressionengineshave a tendencyto occasionallydiesel,afterthe ignitionhas beenshut off.
To rectify this condition, an anti-dieseling solenoid
valve is provided to assure immediate stopping.
When the ignition is turned off, the solenoid becomes
de-energized and releases a valve that shuts off the
fuel supply in the carburetor,
thus stopping the engine. CAUTION:Engine will not operate if ignition
wire from anti-diesel solenoid to starting switch is
disconnected.
If solenoid is removed from carburetor for some reason, use a new fibre
washer in reassembly,
and
tighten to 80 inch pounds torque.
OIL FILTER
A full-flow oil filter is furnished on this model of engine as standard equipment. Since all of the circulated oil passes thru the filter,
it is very important that
it be serviced regularly in order to function properly.
When the filter
element becomes clogged, the oil bypasses the filter
material by means of a relief valve
located in the top of the oil filter.
See Fig. 3. As a
result, there is no variation in oil pressure to indicate that the oil filter
is clogged and requires replacement. The oil filter
should be replaced after
every other oil change. If operating conditions are
extremelydusty, replace filter after every oil change.
The oil filter is easily removed by unscrewing it from
its mounting pad on the side of the crankcase. Refer
to "Oil Filter" in disassembly instructions.
When reassembling a new filter,
add a film of oil to the face
of the rubber gasket at the base - turn filter
to a
snug fit, then ½ turn more. Do not over-tighten.
Pour 1 additional
quart of oil into crankcase when
replacing oil filter.
Use only a Wisconsin oil filter,
specially designed for this model of engine. Refer to
parts list for correct service part number.
BREATHER
CAP
The crankcase
is ventilated
thru a breather
cap
mounted to the top of the oil filler tube, as illustrated
in Fig. 3. At every oil change, it is recommended
that the cap be cleaned by washing in kerosene.
STOPPING ENGINE
To stop engine; turn ignition-starting
position.
switch to ’off
If 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
temperature of the engine much faster,
minimize valve
warping, and of course the external temperature,
including the manifold and carburetor will also reduce
faster, due to air circulation from the flywheel°
One of the main troubles caused by the abrupt shutting off of a hot engine is vapor lock. This will result
OIL PRESSUREAND ADJUSTMENT
HIGH PRESSURE SYSTEM
Oil supplied to the center main and connecting rod
bearings, at 40 to 4S P.S.I. gauge pressure (was SO
P.S.I.),
is controlled by a pressure relief valve, properly adjusted at the factory.
Readjustment,
when
necessary,
must be made while engine is running.
Refer to Fig. 3 and the following instructions:
The oil pressure relief valve is located beneath the
starting motor and next to the oil filter.
The stub end
of the valve is closed off by an expansion plug. Re.
move plug from the end of the valve, then, with a
ROCKERARM
EXHAUSTROCKERARM
LOW
PRESSURE
OIL HEADER
OIL PRESSURE GAUGE
DRAINLINE
OIL SPRAYNOZZLE,
LubricatesGovernor
andGearTrain
FILLERAND BREATHER CAP
GAUGE
SABER
(Dip Stick)
PRESSU
REDUCINGVALVE
For LowPressure
Oil Header
INCH PIPE PLUG
For CheckingLowOil
Pressure
Line(3 to 4 p.s.i.)
DRAIN HOLES
For PushRodTubes
OIL S
CENTERMAIN BEARING
LINDER WALLSANDMAIN
BEARINGSARE LUBRICATED
BY OIL MIST ANDSPRAY
THROWN
OFF THE CONNECTING RODSANDCRANKSHAFT.
HIGH PRESSUR
OIL HEADER
ADJUSTING
OIL PRESSURE
RELIEF
LOCKSCREW
EXPANSION
PLUG(3/4 dio.
OIL PL
STRAINERSCREEN
/
OIL DRAINPLUG
OIL FILTER
HIGH OIL PRESSURE
LOWOIL PRESSURE
STILLOIL or OIL FILM
Fig. 3, LUBRICATION
SYSTEM
3/16 Allen wrench, remove the outer lock screw. With
the same wrench, adjust spring tension by means of
the adjusting screw; turn clockwise to increase gauge
pressure, counter-clockwise to reduce pressure.
CENTER MAIN BEARING (V.465D)
Beginning with serial No. 4904657, a shell type center main bearing replaces the roller bearing, and lubrication to the connecting rod bearings is modified as
follows: Oil pressure to the rods is channeled thru
the crankshaft by means of an oil line connection to
the center main bearing instead of thru a collet on the
crankshaft gear. See Fig..3.
NO’rE: With engine running at 1800 Ft.p.~I. and engine
oil hot, adjust oil pressure 40 to 45 P.S.I. Idle engine
at 1000 R.P.M., and if oil pressure falls below 15
P.S.I., check for irregularities
in the oil pump, bearings and oil connections.
AIR CLEANER
After adjustment is made, mount outer lock screw
firmly in place. Use a new 3/4 inch expansion plug to
seal off any oil which may by-pass the screw threads.
The oil bath air cleaner, illustrated
in Fig. ~/, must
be serviced frequently,
depending on the dust conditions in which the engine is operated.
LOW PRESSURE SYSTEM
Service daily or twice a day if engine is operating in
very dusty conditions.
Once each week; in comparatively clean conditions.
The upper, or low pressure oil header, supplies oil to
the camshaft bearings, tappets, valve train and governor-gear train nozzle at 3 to 4 P.S.I., tt~.ru a pressure
reducing valve from the main or high pressure oil
header. This pressure is not registered[
on a gauge,
but can be checked by connecting
a low pressure
gauge to the 1/8" pipe tap located at the take-off end
of the engine above the camshaft plug. Operate the
engine at 1800 R.P.M. when making this check.
Remove oil cup from bottom of air cleaner and clean
thoroughly. Add the same grade of oil as used in the
crankcase, to the level line indicated on the oil cup.
Detailed instructions are printed on the air cleaner.
Operating the engine under dusty conditions without oil in the air cleaner or with dirty oil, may
wear out cylinders, pistons, rings and bearings in
a few days time, and result in costly repairs.
The pressure reducing valve, mounted on the crankcase in front of No. 2 cylinder beneath the air duct of
No. 2-4 bank, is pre-set by the manufac.turer (not adiustable).
If valve becomes faulty it should be replaced with a completely new unit.
Oncea year, oftener if conditions are severe, remove
air cleaner from engine and soak in solvent to clean
out accumulated dirt from element. Caution: Do not
clean with gasoline, naptha or benzine.
11
COLLECTOR TYPE
PRE-CLEANER----~
iE CONNECTIONS
OIL BATH
AIR CLEANER
Fig. 5
OIL LEVEL
Fig. 4
Manufacturer’s
this manual.
Instruction
Bulletin
in the back of
PRE-CLEANER
IGNITION SYSTEM
The collector
type pre-cleaner,
mountedto the top of
the air cleaneras i11ustrated
in Fig. 4, removesthe
largerdirt and dust particles
beforethe air reaches
the main air cleaner.
A battery ignition
system is standard equipment on
this model of engine. The distributor
is of the automatic advance type and it is driven off an engine
speed shaft through a pair of two to one ratio gears,
thus driving the distributor
rotor at one half engine
speed in a counter-clockwise
direction
when viewed
from above.
Clean bowl regularlyof accumulateddust and dirt.
Do not use oil or water in pre-cleaner, this must be
kept dry.
Daily attention to the air cleaner and pre-cleaner is
one of the most important considerations
in prolonging engine life.
The running spark advance of the engine is 23° and
the distributor
is fully advanced at 2000 R.P.M.
GASOLINE STRAINER
Engine must be running at 2000 R.P.M. or over, when
checking or adjusting spark advance.
The gasolinestraineris very necessaryto prevent
sediment,
dirt and waterfrom enteringthe carburetor
and causingtroubleor even completestoppageof the
engine.This strainerhas a glassbowl and shouldbe
inspected
frequently,
and cleanedif dirt or waterare
present.
SOLID STATE IGNITION
DISTRIBUTORS
ManyWisconsin engines are now being equipped with a solid
state ignition distributor. Detailed troubleshooting, repair and
parts information can be found in the rear section of this
manual.
To remove sedimentbowl, loosen nut below bowl and
swing wire bail to one side, see Fig. 5. There will
be less dangerof breakingthe gasketif the bowl is
givena twistas it is beingremoved.Cleanbowl and
screen thoroughly.Replacegasket if it has become
damagedor hardened.Repair kits are availablefor
servicereplacement,
refer to partslist in rear of
manual.
TIMING
FIRING
ORDER
The firing order of the cylinders is 1-3-4-2, and the
battery type distributor
rotates at one-half engine
speed, as is the case with conventional ’in line’ engines. The intervals between the firing of the cylinders is 180°. No. 1 cylinder is the one nearest to the
flywheel in the left bank of cylinders,
when viewed
from the flywheel end of the engine. No. 3 cylinder is
the other cylinder in this bank. No. 2 cylinder is the
one nearest to the flywheel in the right bank of cylinders and No. 4 is the other cylinder in this bank. The
CARBURETOR
ADJUSTMENT
The main metering jet in the carburetor is of the fixed type, that is, it requires no adjustment. The idle
needle should be adjusted for best low speed operation, while carburetor throttle is closed by hand. For
illustrations
and more information,
see Carburetor
12
ROCKER
ARMASSEMBLY
Inlet RockerArm Movement\
FORNO. 1 CYLINDER
duringCrankingCyclejust\
Jboth Valves Closed when
beforeCompression
Stroke.~
¯ ~/" "X= MarkedFlywheelVane
~/~,~, is located a. shown
ROCKERARM
,
o~N¯ [ CYUNOCR
~XH,USTVALVE~
TOR
ROTATE BODY CLOCKWISE
UNTIL BREAKER
POINTSARE
JST BEGINNINGTO OPEN
ADJUSTING
SLOT
LOCKSCREW
R~n~in~Sp~,~ A~von~, Ho~,~ / /~ ~ ~
{or
Timing
Lig,t
~
~
"~
Fig. 7o DELCO-REMY
DISTRIBUTOR
Fig. 6
cylinders are numbered from i to 4 on the cylinder
head covers.
~,/~ppRROTOR
CONTACT
OX. t O’CLOCK
POSITION
ADVANCE
ARM
TIMING MARKS
(Refer to Fig. 6)
Remove screen over flywheel air intake opening by
taking out the screws holding screen in place. This
will expose the timing marks on flywheel shroud, also
the vane on flywheel marked by an ’X’ and the letters
NOTE: On engines equipped with a rotating
attached to the flywheel, the leading edge of
marked vane is identified
by an ’l’ stamped
outer rim of the screen, thereby not requiring
of the rotating screen when timing the engine.
BREAKER
POINT
,DJUST,NG
SCREW~
LOCKSCREW~~~
~
screen
the ’X’
on the
removal
AR[ JUST 8[G~NNtNG TO OPEN
TIMING INSTRUCTIONS: The No. 1 piston
must be
on top dead center of the compression stroke before
distributor
can be mounted. With reference to Fig. 6,
this can be accomplished as follows:
1. Remove rocker arm cover from No. 1 cylinder
2. Turn engine over with hand crank until
valve opens and then closes.
~
ROTOR
COUNT-EN-CLOCKWlSE
~’-CONDENSER
ADVANCE
ARM
~-CLAMP
SCREW
Fig. 7A, PRESTOLITE
DISTRIBUTOR
or stud in an approximate 12 o’clock position.
bank.
d. Mount distributor clump to drive housing, Fig. 7,
but do not tighten screw. If applicable,
as per
Fig. 7.4, tighten advance arm mounting screw to
the drive housing.
the inlet
3. Continue turning the engine over until the leading
edge of the ’X’ marked vane on the flywheel is in
line with the centerline
mark of the No. 1 and
cylinder-banks.
e. Adjust breaker point gap to 0.020 inch maximum
opening, see ’Distributor
Maintenance’.
f. With the clamp screw loose, turn distributor body
slightly in a counter-clockwise rotation so that
breaker points are firmly closed. Then turn dis°
tributorbody in a clockwise rotation until breaker points are just beginning to open. At this
point a slight resistance
can be felt as the
breaker point cam strikes the breaker arm.
4. DISTRIBUTOR TIMING: With the No. 1 piston now
on TDC of the compression stroke, refer to Fig. 7
for the revised Delco-Remy distributor
or Fig.
for Prestolite,
and mount distributor as foiiows:
a. Before mounting distributor
to housing, take off
distributor
cap, remove rotor and dust cover.
g. Tighten clamp screw. The No. 1 cylinder
ready to fire in the retarded position.
b. Hold distributor
with face up and terminal wire
or terminal stud, away and in a 12 ,o’clock position as shown. Mount rotor on shaft and turn uno
til the rotor contact points in an approximate 2
o’clock position as illustrated
in Fig. 7, or
o’clock position as in Fig. 7.4.
is now
The breaker point gap of 0.020 of an inch should be
checked and adjusted per paragraph (e), before distributor body is set and locked in place, as per paragraphs (f) and (g), because any change in gap opening wilI affect the ignition advance. Mount dust cover
and distributor
cap.
c. Assemble distributor
to housing, properly meshing the gears while retaining the terminal wire
13
STARTINGSOLENOID
~E~TER
DISCHARGE
C/
Cl
ARGE
BAT TER~
~~
~
’~’’~
O~,~
RUN
fo.~
IGNITIONCOiL -- SPARKPLUGS
~
4
~
~ROTATION
CARBURETOR
VOLTAGE
REGULATOR
Hf-TEMPERATURE
~
’PRESTOLITE
’
REGULATOR
I ~
.....
Fig. 9
DISTRIBUTORIGNITION -- WIRING DIAGRAM
WITH GENERATOR
(DISTRIBUTOR
IGNmON
-- WIRINGDIAGRAM
WITHALTERNATOR
SeePage34)
Fig. 7B, DELCO-REMY
DISTRIBUTOR
MOUNT|FIG
If care is exercised in the preceding instructions,
the
spark timing should be accurate enough for satisfactory starting,
however, checking spark advance
with a neon lamp, as described
in ’Neon Lamp Timing’ is necessary.
Chalk or paint the end of the ’X’markedvane on the flywheel,
white. Then with the engine operating at 2000 R.P.M. or over,
allow the flash from the neon lamp to illuminate the whitened
vane. At the time of the flash, the leading edge of the vane
should line up with the running spark advancetiming hole
on theflywheelshroud,seeFig. 8. If it does not, the distributor
clamp screw should be loosened and the distributor body
turned slightly clockwise or counter-clockwise, as required,
until the white flywheel vane matches up with the advance
timing hole. Be sure clampscrewis then carefully tig.htened.
The No. | terminal tower for the Delco-Remydistributor is located in an approximate 2 o’clock position on
the distributor cap, as illustrated
in Fig. 7B, and in
an approximate 1 o’clock location for the Prestolite
distributor.
The terminal sequence is 1-3-4-2 in a
counter-clockwise direction.
Mount ignition cables to
spark plugs of like numbers, with the center terminal
tower connected to the ignition coil. See ~/iring Diagram, Fig. 9. The cylinder shroud covers are marked
for spark plug identification.
NEONLAMP TIMING (Fig.
If the engine is running below 2000 R.P.td. when timing, the automatic advance in the distributor
will not
be in the "full advance position" and thus the timing
would not be accurate.
8)
The engine shouldbe timed to the 23°advanced position at not less than 2000 R.P.M. Check timing with
a neon lamp as shown in Fig. 8; insert a small screw
driver into the No. 1 terminal tower on the distributor
cap, making contact with the spark plug wire terminal.
DISTRIBUTOR
MAINTENANCE
The normal breaker point gap is 0.020 inch at full
separation and can be adjusted in the following manner, with reference
to Fig’s. 7 or 7A; Turn engine
over by means of the starting crank until the distributor breaker arm rubbing black is on a high point of
the cam. Loosen the stationary
contact Iockscrew
very slightly
and insert a feeler gauge between the
points. By means of a screw driver inserted into the
adjusting slotof the Delco-Remy distributor
or by the
adjusting screw of the Prestolite distributor,
open or
close points as required until a slight drag is felt
when sliding feeler gauge between the points. Tighten
lockscrew and recheck gap.
Connect the red terminal clip, from a conventional
type timing lamp, to the metal portion of the screw
driver. One of the other two timing lamp wires is connected to the battery, and the other to ground,
CENTERL~NEOF No. 1 and
CYLINDER
No. ] SPARK
Every 50 hours of operation, the oiler on the side of
the Prestolite
distributor
base should have 3 to 5
drops of medium engine oil added. The old style
Delco-Remy distributor
has a built-in
oil reservoir.
Every 200 hours of operation, remove oil plug in base
and refill with No. 20Woil. Seal plug in reassembly.
The new style Delco.Remy distributor
does not have
an external oil plug, since it is self-lubricated
by oil
in the accessory drive housing.
RED
TERMINAL CLIP
RUNNING SPARK
ADVANCETIMING HOLE
Every 100 hours, apply 3 to 5 drops of light engine
oil (10W), to the felt in the top of the cam sleeve,
and 1 or 2 drops to the breaker arm pivot.
Fig. 8
14
Every 200 hours, add a small amount of high melting
point grease to breaker arm rubbing block, or oil the
cam wick.
No. 1 Terminal Indicated on
End Cap. Other Terminals
Follow Firing
Order in a
Clockwise Rotation.
Avoid excessive lubrication.
Oil that mayget on the
contact points will cause them to burn.
Vertical Centerline Mark
Leading Edge of ’X’
Marked
GENERATOR
A 12 volt, 17 amp. generator was furnished as standard
equipment, on older model engines, unless otherwise specified. Thegenerator is manufacturedby either the,, Dolco-Rerny
Company or Prestolite
Company.
NI2
Running Spark Advance
Every 50 hours of operation,
add 3 to 5 drops of
medium engine oil into the oil cap at both ends of
the generator.
Mag
ELECTRICAL WIRING CIRCUITS
~- ~ ¢~O ~ 111.’. i I ~-’~-Marked Gear Tooth Visible in
~’~JCJ [¢l~zO ~I~-~
Lower HQIfof lnspection Hole
Beginning with engine serial No. 39798()7, the standard wiring circuits
for all electrical
equipment is
for negative ground polarity,
instead of the previously furnished positive ground.
shown.
Fig. 10
MAGNETO TIMING DIAGRAM
hole in gear cover. See Magneto Timing Diagram,
Fig. 10. Securely tighten nut and capscrew for
mounting magneto.
The wiring diagram, Fig. 9, illustrates;
a m,gative
ground circuit.
To wire equipment that has a positive ground polarity; reverse terminal connections at
the ammeter, coil and battery.
Be sure polarity of
generator and regulator is knownwhenre-wiring.
The No. 1 terminal is identified
on the magneto cap.
The terminals follow the proper firing order of 1-3-4-2
in .a clockwise direction
viewing the cap end. The
leads from the magneto should be connected to spark
plugs of corresponding
numbers, see Firing Order
paragraph page 12 and gliring Diagram, Fig. 11.
Do not use positive ground generator and regulator in
a negative ground circuit,
or vice versa. Polarity
does not affect starting motor, coil and distributor.
MAGNETO TIMING
Ighen magneto is properly timed the impulse coupling
will snap when the ’DC’ - ’X’marked vane of the flywheel iines up with the mark on flywheel, which indicates the centerline of the No. 1 and 3 cylinders.
This can be checked by turning crankshaft over slowly by hand. The impulse will also snap every 180° of
flywheel rotation thereafter.
For engines furnished with magneto ignition in place
of distributor
ignition, timing is accomplished in the
following manner:
1. Expose timing marks on flywheel and :shroud. Refer
to ’Timing Marks’ paragraphs on Page 13.
2. Position No. 1 piston on compression stroke, as
per ’Timing Instructions’
paragraphs on Page 13.
The running spark advance is 23° . To check timing
with a neon light, the advance is indicated by a hole
on the flywheel shroud, 23° before centerline of the
No. 1 and 3 cylinders. See Fig. I0.
3. With No. 1 piston on compression st:rake turn engine over past top dead center, until the leading
edge of the ’X’ marked vane on the fl.ywheel is in
line with the vertical
centerline
mark on the
shroud, as shown in Fig. ]0. Leave, flywheel in
this position (flywheel keyway will be on top).
4. Remove inspection hole plug, located
at magneto mounting flange.
-
Battery
in gear cover
5. Assuming the magneto is removed from the engine;
set magneto for spark discharge to the No. 1 terminal. This is accomplished
by use of a short
stiff length of wire placed into the No. 1 terminal
socket and bent to within 1/8 inch of the magneto
frame. Then turn the magneto gear in a clockwise
rotation,
tripping the impulse coupling, until a
spark is observed between the wire and frame. Retain gear in this position.
Spark Plugs
Starting Motor
Magneto
Anti-Diesel
Solenoid
6. Place gasket on flange and mount magneto to engine, meshing the gears so that when magneto is
assembled, the gear tooth marked with an "X" will
be visible through the lower half of ’~he inspection
Hi-Temperatur,
Safety Switch
Fig. 11
MAGNETO IGNITION - WIRING DIAGRAM
15
The magneto is driven at crankshaft speed in clock*
wise direction when viewing gear end of magneto. The
magneto distributor rotor turns at half engine speed.
SET GAP
Magneto breaker point gap is 0.015 inch at full separation. If the ignition spark becomes weak after continued
operation, the breaker points may have to be readjusted or
replaced. Refer to Magneto Service Instructions in rear of
manual for service and adjustment of breaker points.
IGNITION SPARK(Fig.
12)
If difficulty
is experienced in starting the engine or
if engine misses firing, the strength of the ignition
spark may be tested as follows: Disconnect the cables
from all towers on the distributor
cap, except the
center coil tower. Insert a stiff piece of wire or metal
rod into one of the sockets. Hold the terminal for this
tower 1/8 inch from the wire or rod, as shown in Fig.
12. Turn engine over slowly, two complete revolutions with the hand crank and watch for a spark to
discharge during the cranking cycle.
Fig. 13
tighten plug until it begins to seat
then turn 1/2 to 3/4 of a turn more.
on the gasket,
RESTORING COMPRESSION
On a new engine or on one which has been out of operation for some time, the oil may have drained off
the cylinder so that compression will be weak. This
may cause difficulty
in starting.
To remedy this condition,
remove the spark plugs and squirt about a
fluid ounce of crankcase oil through the spark plug
hole into each cylinder.
Turn the engine over several times with the starting
crank to distribute
the oil over the cylinder walls.
Then reassemble spark plugs and compression should
be satisfactory.
VALVE TAPPET ADJUSTMENT (Fig.
The clearance
between the valve and rocker arm,
with the tappet in its lowest position (valve completely closed) and the engine cold:
Fig. 12
Repeat this check with each of the other ignition
cables. A good spark at each of the towers will eliminate the ignition coil and distributor as the source of
trouble. If there is a weak spark, or none at all, check
breaker point opening for 0.020 inch gap. It may be
necessary to install
a new condenser, or the ignition
coil may be faulty.
SPARKPLUGS (Fig.
14)
Inlet
- 0.008 inch
Exhaust - 0.014 inch
The rocker arms can be identified
as follows: When
facing the side of the engine, the exboust rocker orm
13)
The spark plugs should be removed periodically,
cleaned
and re-gapped.
Approximately
every 350
hours of operation,
replace spark plugs with new
plugs of correct heat range, like Champion 14 ram,
No. N-12Y or equal.
INLET
ARM
The width of the gap between the points of the two
electrodes must be very carefully and precisely set,
because incorrect
settings will have an adverse affect on engine operation.
Check spark plug gap with
a wire type gauge and regap as shown in Fig. 13.
Spark plug gap - 0.030 of an inch.
Use a new gasket when mounting either
old or new
plugs and thoroughly clean threads in cylinder head
before installation.
Tighten spark plugs to 22 foot
pounds torque. If torque wrench is not available,
Fig, 14
16
is to the right in the cylinder
rocker arm to the left.
head and the inlet
Measure the clearance between the top of the valve
and the nose of the rocker arm with a feeler gauge,
as shown in Fig. 14. By means of a ½ inch tappet
wrench, turn the tappet adjusting screw clockwise to
decrease valve clearance and counteroclockwise
to
increase the clearance.
The sequence in which the tappets are adjusted is
determined by the 1-3-4-2 firingorder.
Start by adjusting No. 1 inlet valve clearance first,
then by just a
short turn of the crank, No. 3 inlet can be adjusted.
Return to No. 1 cylinder
and adjusl:
the exhaust
clearance, then adjust the No. 3 exhaust.
~
Th~ same procedure applies to the No. 2 and No. 4
bank of cylinders,
starting
with No. 4 inlet valve.
Mark each rocker arm with chalk as adjustment is
completed, to prevent repetition.
With spark plugs removed, turning crankshaft is made easier.
ROCKERARM COVERS(Fig.
CHECK GASKET SURFACE
FORPAINT ACCUMULATION
Fig. 15
suit conditions
tension.
by
adjusting
the governor
spring
15)
When reassembling rocker arm covers, after
valve tappet adjustment, carefully replace
gaskets to prevent oil leaks.
GOVERNOR
ADJUSTMENT(Fig.
timing or
the cover
If oil does appear around the rocker arm covers,
assemble in the following manner:
16, Fig.
17)
The governor rod connection to the carburetor must be
very carefully adjusted for length, otherwise the governor will not function properly and cause the engine
to surge badly. With the engine at rest, the governor
spring will keep the flyweights in, and the control
rod must be of such length as to hold the carburetor
throttle wide open at that point.
re-
1. Check gasket face surface of rocker arm cover, at
the rounded end, for paint accumulation, see Fig.
15. Scrape off any paint that forms a hump. Smooth
scraped area with emery cloth or steel wool.
2. Clean gasket faces on the cylinder head and rocker
arm covers.
3. Spread a thin coat of perma-tex intc. the rocker arm
cover, to hold gasket in place. This will prevent
gasket slippage
or deformation
when mounting
cover to cylinder head.
4. Use new gaskets. Old gaskets harden, take a =set"
and will very likely leak.
With the control rod disconnected from the governor
lever, as illustrated
in Fig. 16, push the rod toward
the carburetor as far as it will go. This will put the
carburetor throttle lever in a wide open position. The
governor lever should then be moved as far as possible in the same direction. Holding both parts in the
above position,
the rod should be screwed in or out
of the swivel block on the carburetor,
until the bent
end of the rod will register with hole in lever, then
screw rod in one more turn. The extra turn will shorten
GOVERNOR
SWIVEL BLOCK
OPERATION
CONTROL ROD
CARBURETORTHROTTLE ]
LEVER (WIDE OPEN)
The centrifugal flyball governor rotates on a stationary pin pressed into the upper part of the timing gear
cover. The governor is driven off the camshaft gear
and turns 1/8 faster than crankshaft .’;peed.
Flyweights are hinged to lugs on the drive gear. Hardened pins on the flyweights bear a~;ainst a flanged
sliding sleeve, moving it back and forth as the flyweights move in or out. The motion of the sleeve is
transmitted through a ball thrust bearing to the governor lever, which in turn is connected to the carbaretor throttle lever. A spring connected to the governor lever tends to hold the govern~r flyweights
to
their inner position,
also to hold the carburetor
throttle
open. As the engine speed increases, centrifugal force in the flyweights acts against the spring
and closes the throttle
to a point where the engine
speed will be maintained practically
constant under
varying load conditions.
This speed can be varied to
Fig. 16
17
LOAD
R.P.M.
LOAD
RoP.M.
NO.
1500
1685
1600
1700
1825
1855
3
4
1800
1900
2000
2055
HOLE
NO.
4
12
5’
5
2000’ 2oo 6
2100
2200
2300
2400
2500
2230
2375
2440
6
7
7
2545
2695
2745
8
9
9
2600
’2700 L 2810
2800
2935
2900
3000
3065
3175
HOUSING RING
GREASE
FITTING
Fig. 18
bearing greased every day before starting.
Use Mobil
Gargoyle grease BRB No. 3, Sinclair AF-1 grease, or
equal.
9
1(~’
~,
1
12
Fig. 17
Rockford PTA-4856 units have a sealed pilot bearing
and require
no external
lubrication.
Obs olet e
PTAo4819 units have a pilot bearing grease fitting at
the end of the drive shaft and are lubricated same as
the housing bearing.
the linkage slightly
and will enable the carburetor
throttle lever to bounce back from the stop pin rather
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 carburetor throttle
swivel block.
CLUTCHADJUSTMENT(Fig.
19 or Fig.
20)
If the clutch begins to slip it should be readjusted,
otherwise it will become overheated
and damaged.
First, remove the clutch inspection plate and release
the clutch operating lever. For the Rockford clutch,
turn engine over by means of the hand crank until the
clutch adjustme.nt lock is visible thru the inspection
opening in the clutch housing,
see Fig. 19. The
clutch must be held stationary,
either by means of a
drift
punch wedged in place as shown, or by some
convenient method of keeping the take-off shaft from
turning. Loosen screw holding the adjustment lock m
place. Insert a screw driver in one of the notches and
turn the adjusting ring in a counter-clockwise direction, one notch at a time, until a very firm pressure is
required to engage the clutch with the operating lever.
Tighten adjusting
lock screw and mount inspection
cover,
The governor lever,
Fig. 17, is furnished
with 12
holes for attaching the governor spring. It is very important that the spring is hooked into the proper hole
to suit the speed at which the engine is to be operated. The Governor Lever Chart shows the full load
and no load speeds of the engine and the hole corresponding thereto, for either a fixed speed, a vari*
able speed or two speed (over-center
idle control)
governor. Note that the full load speed is less than
the no load speed and this must be taken into consideration
when readjusting
the governor. As an example; if the engine is to be operated at 2000 revolutions per minute under load, the spring should be
hooked into the 6th hole in the governor lever and the
spring tension adjusted,
by means of the adjusting
screw, to run 2200 R.P.M. under no load. The speed
at full load will then be approximately 2000 revolutions per minute.
A tachometer or revolution
counter should be used
against the crankshaft to check speed while adjusting the governor spring tension. Tightening the adjusting screw locknut will give higher speeds, while
loosening the locknut will lower the spring tension
and reduce the R.P.M.
CLUTCH AND REDUCTION UNITS
CLUTCH POWERTAKE-OFF (Fig.
18)
The clutch available on this engine is of the dry disc
type. No oil should be put into the clutch housing,
but grease gun fittings are provided for periodic bearing lubrication.
The housing bearing should be greased
every fifty hours of operation and the clutch throwout
TURNADJUSTING
COUNTER-CLOCK
WlSE
DRIFT PUNCHOR
SIMILARTOOL
Fig. 19
ROCKFORD
CLUTCHADJUSTMENT
18
FROM
iS OF
same type grease as used in the clutch power takeoff units. Twin Disc units have an external grease
fitting for the throwout bearing.
The shifter shaft should be lubricated periodically,
if external oil fittings are provided for this purpose.
The reduction unit is operated in oil and the gear
case oil level must be maintained to the oil saber
gauge mark or plug opening, see Fig. 21. In Twin
Disc units, high grade transmission
oil S.A.E. No.
90 to No. 110 Viscosity must be used. For Rockford
units, use No. 30 S.A.E. crankcase oil. Change oil
every 2000 hours of service, while unit is warm.
If clutch slips, heats, or operating lever jumps out,
the clutch must be adjusted. Release clutch operating lever and remove hand hole plate. The clutch in
the clutch reduction units is the same as is used in
the clutch power take-off units. Refer to "Clutch Adjustment" paragraph for adjustment of the clutch in
the Twin Disc and Rockford clutch reduction units.
A new clutch generally requires several adjustments
until the friction surfaces are worn in.
Fig. 20
TWIN DISC CLUTCHADJUSTMENT
For the Twin Disc clutch, pull adjusting [ockpin out
and insert a piece of 1/16" diameter wire into the
hole on the side of the lockpin to keep pin in outer
position.
See Fig. 20. Turn the adjusfing yoke in a
clockwise
direction
as shown, or wedge a screw
driver into the adjusting yoke and against the side
of the inspection
hole opening to keep yoke from
turning, and then turn the take-off s;haft counterclockwise. Tighten yoke enough so tha~: the operating
lever requires a distinct pressure to er~gage. Remove
wire from lockpin and turn adjusting yoke slightly,
to
allow lockpin to snap into hole in floating plate.
HIGH TEMPERATURESAFETY SWITCH (Fig.
The high temperature safety switch is mounted on the
cylinder head near the No. 4 spark plug. This safety
switch will automatically
stop the engine when head
temperatures become critically
high.
A new clutch requires several adjustments until friction surfaces are worn in. Do not let a new clutch
slip, this may ruin the friction surfaces.
CLUTCH REDUCTION UNIT (Fig.
22)
If an extreme cylinder head temperature causes the
switch to automatically short out the ignition system
and stop the engine, a waiting period of about 5
nutes will be required before the switch has cooled
off sufficiently
to allow the engine to be re-started.
An overheated engine will score the cylinder walls,
burn out connecting rod and crankshaft bearings, also
warp pistons and valves.
The cause of the overheating condition will have to be remedied before the
engine is re-started.
See Engine Overheats paragraph
in Troa~les, Causes and Remedies section.
21)
The clutch in the clutch reduction units is of the dry
disc type, the same as is used in the power take-off
units. Therefore, no oil should be pul~ in the clutch
housing.
The throwout bearing should be lubricated once a day
before starting.
Add grease to fitting thru opening on
side of housing, as illustrated
in Fig.. 2], using the
ER CAP
DIL SABER
/
BEARING
GREASEFITTING
;AF ETY SWITCH
Fig. 21
ROCKFORD
CLUTCHREDUCTIONUNIT
Fig. 22
19
TROUBLES- CAUSESAND REMEDIES
Three prime requisites
are essential
maintaining
satisfactory
operation
gines. They are:
to starting
of gasoline
To test for cloggedfuel line,loosenfuel line nut at
carburetor
slightly.
If line is open,fuelshoulddrip
out at loosenednut.
and
en-
If the starteris ’dead’or is unableto turnthe engine
over,checkbatteryand cableconnections
at the battery,startingmotor,and startingswitch;also check
for brokenor frayedcables.Test startingswitchand
starting motor and replace or repair if necessary.
1. A proper fu I mixture in the cylinder.
Goodcompressionin the cylinder.
3. Goodspark, properly timed, to ignite the mixture.
If all threeof theseconditions
do not exist,the engine cannotbe started.Thereare otherfactorswhich
contribute
to hard starting;such as too heavya load
for the engineto turn over at a low startingspeed,a
long exhaustpipe with high back pressure,etc. These
conditions
may affectstarting,
but do not necessarily
mean the engineis improperlyadjusted.
As a guide to locatingany difficultieswhich might
arise,the following
causesare listedunderthe three
headings:Fuel Mixture, Compression, and Ignition.
In each case,the causesof troubleare givenin the
orderin whichthey are most apt to occur.If a remedy
is apparent,
no remedyis suggested.
COMPRESSION
Compression check with a commercial compression test gauge
can showwhether or not an engine has faulty compression. TTP
does not consider it practical to publish a PSI compressionfigure
because of the variables involved: engine condition, methodof
testing, and RPMof test. Our recommendationis that whatever
gauge test is performed, a 10%variance betweencylinders would
indicate leaking rings, leaking valves or any of the following:
Cylinder dry due to engine having been out of use for sometime.
See ’Restoring Compression’.
Loosespark plugs or broken spark plug. In this case a hissing
noise will be heard whencranking engine, due to escaping gas
mixture on compression stroke.
Damagedcylinder head gasket or loose cylinder head. This will
likewise cause hissing noise on compressionstroke.
STARTINGDIFFICULTIES
FUEL MIXTURE
Valve stuck open due to carbon or gumon valve stem.
No fuel in tank,shut-offclosedor cap ventplugged.
Valves adjusted with insufficient clearance under valve stems.
See "Valve Tappet Adjustment:
Fuel pump diaphragmworn out or punctured.
Piston rings stuck in piston due to carbon accumulation.
Carburetor
not chokedsufficiently,
eapecially
if engine is cold. See ’Starting Procedure’.
Water, dirt, or gum in gasoline
flow of fuel to carburetor.
Anti-diesel
interfering
solenoid valve, at carburetor,
Scoredcylinders. This will require reboring of the cylinders and
fitting with oversize pistons and rings, or replacement of complete cylinder barrels.
with free
IGNITION
inoperative.
Check operation of valve: A solenoid ’click’ should
be heard when ignition
switch is turned to start
position. If not;
No sparkmay be attributed
to the following:
Check for disconnected,
Brokenignitioncables,causingshortcircuits.
Ignitioncabledisconnected
from coil,distributor,
or
sparkplugs.Cableswet.
loose or broken wire.
Remove solenoid from carburetor
- clean plunger
and seat with solvent.
Check plunger for spring
tension.
Replace solenoid
the problem.
Sparkpluginsulators
broken.Plugswet or dirty.
Spark plug point gap wrong. See ’Spark Plugs’.
Condensation
valve if the above doesnot rectify
Breaker points pitted
Poor grade or stale gasoline that will not vaporize
sufficiently
to form the proper fuel mixture.
Carburetor
flooded,
’Starting Procedure’.
on spark plug electrodes.
due to excessive
choking.
Distributor
or fused. Breaker arm sticking.
condensor leaking
or grounded.
Spark timing wrong. See "Timing:
See
ENGINE MISSES
Spark plug gap incorrect.
Dirt or gum holding float needle valve in carburetor
open. This condition will be indicated if fuel continues to drip from carburetor with engine standing idle.
Often tapping the float chamber of the carburetor very
lightly will remedy this trouble. Do not strike carburetor with any metal tool.
Worn and leaking ignition
See "Spark Plugs’.
cables.
Weak spark or no spark in one of the cylinders.
Loose connection
at ignition
cable.
Distributor
breaker points pitted,
gap. See ’Distributor
Timing:
If due to flooding, too much fuel entered the cylinder
in attempting to start the engine, the mixture will most
likely be too rich to burn. In that case, starting may
be accomplished by continued cranking with the carburetor choke open.
Water in gasoline.
Poor compression.
Stickyvalv s.
2O
See ’Compression:
worn or incorrect
ENGINE SURGES OR GALLOPS
ENGINE BACKFIRES
Carburetor
Water or dirt in gasoline.
flooded.
Governor spring hooked into wrong hole in lever.
Governor rod incorrectly adjusted. See "Governor Adjus trnen t ’.
THROUGH CARBURETOR
Engine cold.
Poor grade of gasoline.
Sticky inlet valves.
ENGINE STOPS
Overheated
Fuel tank empty.
valves.
Spark plugs too hot. See ’Spark Plugs’.
Water, dirt or gum in gasoline.
Hot carbon particles
in engine.
Gasoline vaporized in fuel lines, due to excessive
heat around engine (Vapor Lock). See ’Stopping Engine’.
LOW or NO OIL PRESSURE
Vapor lock in fuel lines or carburetor due to using
winter gas (too volatile) in hot weather.
Oil line to gauge clogged up.
Oil pressure
Crankcase oil supply low.
Air vent hole in fuel tank cap plugged. ’.Engine scored
or stuck due to lack of oil.
Ignition
troubles.
Faulty oil pump.
Gears worn or broken.
Cover worn.
Loose cover or body.
Gasket damaged.
See ’Ignition’.
Wire from anti-diesel
solenoid to starting
connected or damaged.
switch dis-
Faulty relief
ENGINE OVERHEATS
Crankcase oil
gauge defective.
valve.
Clogged or leaky oil line connections.
supply low. Replenisl~.
immediately.
Strainer
screen clogged up.
Oil too thin dueto dilution or too light of grade used.
Ignition spark timed wrong. See ’Neon LampTiming’.
Worn rod bearings.
Low grade of gasoline.
Engine overloaded.
Restricted
cooling air circulation.
HIGH OIL PRESSURE
Part of air shroud removed from engine.
Oil pressure
Dirt between cooling fins on cylinder or he.ad.
Engine operated in confined
is continually
recirculated,
too hot.
gauge defective.
Oil too heavy.
space where cooling air
consequently becoming
Faulty relief
valve.
Clogged pressure
line.
Carbon in engine.
Dirty or incorrect
Restricted
grade of crankcase c,il.
INSTRUCTIONSFOR PROTECTING
ENGINES
FOR WINTEROR SHORTSTORAGE
PERIODS
exhaust.
Engine operated while detonating due to low octane
gasoline, or heavy load at low speed.
To protect the cylinders,
pistons, rings and valves
and keep them from rusting and sticking,
a half and
half mixture of kerosene and good engine oil, (the
same kind of oil as used in the crankcase of the engine), shonld be injected into the pipe tap opening
on the intake manifold while the engine is warm and
running at moderate speed. About a quarter of a pint
is necessary, or enough so that a heavy bluish smoke
will appear at the exhaust. The ignition switch should
then be shut off and the engine stopped. This fogging
operation will leave a coating of oil on the above
mentioned parts, protecting them from the atmosphere.
ENGINE KNOCKS
Poor grade of gasoline
’Fuel’.
Engine operating
or of low octane rating.
See
under heavy load at low speed.
Carbon or lead deposits
in cylinder
head.
Spark advanced too far. See "Neon Lamp 77ming’.
Loose or burnt out connecting rod bearing.
Drain crankcase oil while the engine is warm, as the
oil will flow more freely than when cold.
Engine overheated due to causes under p r e v i o u s
heading.
Drain fuel lines, carburetor, fuel pump and tank of all
gasoline, to prevent lead and gum sediment from in-
Worn or loose piston pin.
21
terfering
with future operation. Gasoline fumes from
gradual evaporation is a dangerous fire hazard.
ed that the crankcase bottom cover be removed and
scrubbed of all sediment which may have collected
there.
When reassembling
the bottom cover, a new
gasket should be used.
The air cleaner should be thoroughly cleaned of all
oil and accumulated dust, and the sediment removed
from the oil cup at the bottom of the cleaner.
Fill crankcase with the correct grade of oil to the
full mark on the saber. Do not use any oil heavier
than $AENo. 30. Also be sure to put oil to the proper
level in the air cleaner. (Refer to Lubrication and Air
Cleaner.)
Tape or otherwise seal off the air cleaner or carburetor intake, as well as the exhaust and breather openings, for the duration of the storage period.
The outside of the engine, including the cooling fins
on the cylinders
and heads, should be thoroughly
cleaned of all dirt and other deposits.
All exposed unpainted metal parts
with grease or heavy oil.
It is advisable to use new spark plugs at the beginning of the operating interval,
especially if the engine has given considerable service.
should be coated
Refuel engine and follow the starting instructions
shown on preceding pages of this manual.
Before starting the engine after the storage period,
remove crankcase drain plug so that any condensation which may have collected
may be drained before
new crankcase oil is added. It is highly recommend-
as
It is suggestedthat machinesbe stored inside a
building. If this is not possible, protect the engine from the weather by a proper covering.
22
AND REASSEMBLY
DISASSEMBLY
OF ENGINE
Engine repairs
should be made only by a mechanic
who has had experience in such work. When disassembling the engine, it is advisable to have several boxes
available
so that parts belonging to certain groups
can be kept together.
Capscrews of ’various lengths
are used in the engine, therefore great care must be
exercised in reassembly so the right screw will be
used in the proper place.
OIL FILTER is removed by tapping side of cartridge
with a mallet to break the seal. Then pierce can with
screw driver or similar pointed tool to serve as a
handle for unscr ewing filter
from case. Place a pan
under the filter to catch oil leakage when filter is removed. Refer to =Oil Filter",
Page 10, for replacemeat instructions.
STARTINGMOTORis removed by disconnecting
ignition wires at solenoid and taking out the three capscrews holding starter to flange on gear cover. Note:
The rubber Bendix cover will drop off when flywheel
shroud is removed.
Tighten the capscrews and nuts of the manifolds,
cylinder heads, gear cover, oil pan, connecting rods,
cylinder barrels,
main bearing plate and the spark
plugs to the specified
torque readings indicated in
the paragraphs of reassembly, relative to these parts.
FLYWHEEL
(Fig.
While the engine is partly or fully dismantled, all of
the parts should be thoroughly cleaned. Use all new
gaskets and ’O’ rings in reassembly, and lubricate
all bearing surfaces.
23, Fig. 24)
After the flywheel screen has been removed, drive out
the starting crank pin in the crankshaft and straighten
out the bent tabs on lockwasher. By means of a 2¼"
socket power wrench or 2¼" offset
box wrench, as
shown in Fig. 23, remove flywheel nut. Strike the
handle of the wrench a sharp blow with a soft hammer
to loosen nut. Do not use an open end, monkey or
pipe wrench.
The following procedure is for complete disassembly
of an engine. As disassembly progresses,
the order
may be altered somewhat, as will be self-evident
to
the mechanic. Reassembly of the engine should be
made in the reverse order.
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
several times with a babbitt hammer, see Fig. 24.
The flywheel will slide off the taper of the crankshaft. Do not use a hard hammer as it may ruin the
crankshaft
and bearings.
Remove Woodruff key from
crankshaft.
TESTING REBUILT ENGINE
An engine that has been rebuilt
with new connecting
rod shell bearings and having cylinders
rebored or
replaced,
and fitted
with new pistons,
rings and
valves, should go through a thorough "run-in" period
before any load is applied to it.
The engine should be started and allowed to run for
about one-half hour at about 1200 ~o 1400 R.P.M.
without load. The R.P.M. should t hen be increased to
engine operating speed, still
without load, for an
additional three and one-half to four hours.
In reassembly; be sure the Woodruff key is in position
on the shaft and that the keyway in the flywheel is
The proper =running-in" of the engine will help to
establish polished bearing surfaces and proper clearances between the various moving parts and thus
add years of trouble free service to the life of your
engine.
ACCESSORIES
Remove clutch or clutch reduction unit if engine is
equipped with either of these accessories.
AIR CLEANER can be removed as a complete
unit
when flywheel shroud is removed. Disconnect tubing
and elbow connection from carburetor to air cleaner.
CONTROLPANEL can remain on :Flywheel
shroud,
but disconnect: ignition wires from anti-diesel
solenoid, starting
solenoid, choke wire at carburetor,
hose at oil pressure gauge, variable speed control,
ignition wires at coil and voltage regulator (battery
terminal).
Fig. 23
23
;ENERATOR
ADJUSTING STRAP
SLOTTED HOLES
IN GENERATORBRACKET
FOR I~ELT ALIGNMENT
Fig. 26
Fig. 24
lined up accurately with the key. After mounting; seat
flywheel on crankshaft
taper by slipping a piece of
pipe over the end of the crankshaft
and against the
hub of the flywheel, and striking the end of the pipe
a sharp blow with a hammer.
FLYWHEEL SHROUD(Fig.
In reassembly;
insert
rubber Bendix cover between
flywheel shroud and starter pad on gear cover.
GENERATORm Older
25)
Remove cylinder head covers by dis-engaging
and taking out the thumb screw.
3 clips
Disconnect No. 2 and No. 4 spark plug wires and hitemperature switch wire. Slip wires thru grommet in
shroud.
HEAT DEFLECTOR
CAP SCREWHOLES
Take out the following capscrews:
4 from flywheel
shroud to cylinder shrouds, 4 from heat deflectors
and 6 from inside flywheel shroud to gear cover. The
flywheel shroud, air cleaner and control panel assembly can be removed as illustrated
in Fig. 25.
STARTER
DIX COVER
Models (Fig.
26)
Disconnect ignition
wires from field and armature
terminals. Take out the capscrew holding the adjusting strap to generator. By taking out the 2 capscrews
which hold the bracket to the engine supports,
the
generator can be removed as shown in Fig. 26.
Note that the holes in the generator bracket are slotted for belt alignment in reassembly.
DISTRIBUTOR AND ACCESSORYDRIVE (Fig.
27)
Disconnect ignition wire at distributor
and take off
distributor
cap, leaving high tension cables in place.
Remove 2 capscrews
holding the accessory
drive
housing to the gear cover. As illustrated
in Fig. 27,
the distributor
and accessory drive housing can be
withdrawn from the gear cover as a complete unit.
COVERCLIPS
CYLINDER SHROUD
CAPSCREWHOLES
Fig. 25
FLYWHEEL
SHROUD
DISTRIBUTOR
ACCESSORY
DRIVE HOUSING
Fig. 27
Note that the exhaust manifold gaskets
will remain in the cylinder head ports,
inlet gaskets will stay in the manifold
gaskets should be mounted accordingly in
LEFT HAND
SHROUDTO HEAT DEFLECTOR
CYLINDER
MOUNTING HOLES
and inserts
whereas the
ports. New
reassembly.
To prevent restriction
in ports because of misalignment between the manifold and cylinder heads, there
is a cast notch on top of the No. 2 and the No. 3 inlet ports of the manifold. These notches are to match
up with a similar notch on the inlet port of the cylinder heads in reassembly. Tighten manifold to cylinder head nuts to 25 foot pounds torque. The upper to
lower manifold screws are tightened
to 15 It. /bs.
torque and the anti-diesel
solenoid mounted to the
carburetor is tightened to |00 inch pounds torque.
VOLTAGE REGULATOR
Fig.
SHROUDTO CRANKCASE
MOUNTING HOLES
FUEL PUMP
28
CYLINDER SHROUDING(Fig.
Loosen screw on heat deflector at fuel pump. Remove
2 capscrews
holding pump adapter
to crankcase.
Swing heat deflector
bracket to one side and remove
complete pump adapter and strainer
assembly.
28)
Remove ignition coil and generator adjusting strap
from left hand side of engine. Disconnect No. 1 and
No. 3 wires at spark plugs and remove spark plug
wire clamps at top of governor housing. Take out the
2 capscrews which attach the cylinder shroud to the
heat deflector at the take-off end of the engine and
the 2 screws mounting the shroud to the crankcase.
The left hand cylinder shroud with voltage regulator
and spark plug wires attached
can be removed as
shown in Fig. 28. Right hand cylinder shroud is removed in like manner.
MANIFOLD AND CARBURETOR(Fig,
GOVERNOR
Remove the 2 bottom screws holding the governor
housing to the gear cover and spacer plate. Top 2
screws were removed when spark plug wire clamps
were taken off. After removing governor housing, the
gear and flyweight assembly can be slipped off shaft
in gear cover.
In reassembly; refer to "GovernorAdjustment",pages 17
&18, for setting engine operating speed.
29)
Disconnect fuel line at carburetor and control rod at
governor lever.
Unhook governor spring and remove
the 4 nuts and clamp washers which secure the manifold to the cylinder heads. The two manifold branches, carburetor
and speed control bracket assembly
can be lifted off as a complete unit. See Fig. 29.
GEARCOVER(Fig.
30)
Remove capscrews from front face of gear cover and
2 screws from rear at No. 2 cylinder. Tap gear cover
HEAT DEFLECTORS
STARTER FLANGE
~ARBUR ETOR
ANTI-DIESEL
SOI_ENOID
ALIGNMENT
NOTCH
)ORTS
GEAR COVER
SPACER PLATE
DOWELPIN
Fig.
29
Fig.
25
30
SPACER PLATE
FOR
ANGE
IVE HOUSING
GOVERNORGEAR
CAMSHAFT THRUST
PLUNGERAND SPRING
LOCKSCREWHOLE
CAMSHAFT GEAR
LOCKSCREWSEAT
TIMING MARKS
CRANKSHAFT
GEAR
ACCESSORY
DRIVE GEAF
IDLER GEAR
OIL PUMPGEAR
Fig. 31
alternately,
from starter
flange to accessory drive
housing opening, and remove as illustrated
in Fig.
30. Note that dowel pins will remain in cover. Cylinder heat deflectors
can now be removed.
Fig. 33
In reassembly;
tighten
foot pounds torque.
GEAR TRAIN (Fig.
gear cover
capscrews
to |8
ENGINE SUPPORTSAND OIL PAN (Fig.
Use a work bench with a clearance hole of at least
2¼ inches in diameter for the engine crankshaft
to
extend thru, and tip the engine over to rest on the
main bearing plate - or, if convenient, construct an
engine fixture by making a box from 2 x 6 lumber as
illustrated
in Fig. 33. Make the box about 16 inches
square x 8 inches high with a 2¼ inch clearance hole
in the top, and open at the bottom.
31)
With the removal of gear cover and oil sling, the gear
train will be exposed as shown in Fig. 31. Remove
camshaft thrust plunger and spring to prevent their
being lost.
Future reference can be made to Fig. 31 when assembling crankshaft and camshaft, as accurate location
of the timing marks is essential
for proper engine
operation.
SPACERPLA"
FOR ACCESSORYDF
ALLEN HEAD
LOCKSCREW
33)
With engine tipped
gine supports and
gasket underneath
ward side opposite
sory drive housing,
poundstorque.
HOUSING
over on take-off
end,
oil pan. In reossembly;
oil pan, mount with oil
flange on spacer plate
and tighten capscrews
remove enuse a new
drain tofor accesto 18 foot
Mount engine supports with machined flats
toward
flange side of spacer plate where accessory drive
housing is mounted. Use Perma-tex on capscrews for
both engine supports and oil pan. Tighten capscrews
for engine supports to 40 foot pounds torque.
SLOTTED PIPE PLUG
OIL PUMP(Fig.
32, Fig. 33)
Remove locknut and driver gear from shaft. If gear is
too tight to remove by hand, use a pulley; hammering
on end of shaft t o loosen gear will damage pump.
Take out slotted pipe plug from bottom of crankcase,
and with a 5/32 inch Allen wrench, remove lockscrew
as shown in Fig. 32. Withdraw the oil pump from inside the crankcase, as illustrated
in Fig. 33. If pump
fits too tight to remove by hand, tap front of pump
housing (not shaft), with hammer and brass rod.
Fig. 32
In reassembly; be sure lockscrew seat in pump housing lines up with lockscrew hole in crankcase.
26
SPECIAL FEATURE
Rocker arm assembly can be left bolted to the cylinder head, unless head or rocker arms need replacing.
Individual cylinder heads, barrels, pistons and rings
can be removed for replacement without a major engine disassembly,by meansof a special piston sleeve.
Refer to Fig’s. 34, 36, 37 and
Cylinder Head, Cylinder Barrel paragraphs.
CYLINDERBARREL(Fig.
36, Fig.
37)
Turn crankshaft over until piston, in the cylinder
barrel that is to be replaced, is at the top of its
stroke. Remove; top cylinder stud (flanged) on Model
CYLINDER
HEAD(Fig. 34, Fig. 35)
V-461D,or hold downclip as used on ModelV-465D.
Remove rocker
The remaining studs can be disassembled
der is taken off.
arm cover by means of a screw driver
wedgedunder the bail wire. Take off the 4 nuts and
cylin-
In reassembly; place a new gasket at bottom of cylinder barrel. It will be necessary to compress the piston
rings in order to slip the cylinder over the piston, as
shown in Fig. ,37. A piston sleeve can be made from
the lower portion of a scrap cylinder. The sleeve is
2¼ inches long with a 7/8 inch wide slot. The inside
diameter is tapered from the middle to the bottom;
3.750" to 4.000 for V-465D
3.500" to 3.750 for V-461D, V-460D
washers from cylinder barrel studs. Lift cylinder
head and rocker arm assembly off cylinder.
The oil
drain line will slip out of adapter in crankcase. Pull
out push rods and rod housings. See Fig. 34.
In reassembly; place a new ’O’ ring under collar of
push rod housing. Press collar end of tube into tappet hole by hand; do not drive tubes in place with a
hammer. Use new ’O’ ring for push rod housing to recess in cylinder head. Spread a light film of grease
on cylinder head gasket so it will stick in place during reassembly. Place new ’O’ ring on oil drain tuh~,
CYLINDERBARREL
Note: When reassembling
cylinder
heads on a complete overhaul, ~t will be necessary to square up the
inlet and exhaust port flanges with those of the manifold. See Fig. 35. Place a parallel steel bar across
the ports and tap the heads lightly with a rubber mallet to rotate them until they are square. Turn cylinder
head nuts to a snug fit and re-check
alignment.
Torque cylinder head nuts alternately
and in 3 steps.
First 10, then 20, and finally 30 {oot pounds torque.
ROCKER ARM
ASSEMBLY
CYLINDER
after
PUSH ROD PUSH ROD
CONNECTING
Fig. 36
CYLINDER BARREL
SLOT FOR CLEARING
CONNECTINGROD
RING OPENING
IN LINE WITH SLOT
Fig° 34
PARALLEl_STEEL BAR
Fig. 35
Fig. 37
27
Slip sleeve over and slightly below top of piston. Extension of piston out of sleeve will act as a pilot for
mounting cylinder. Lubricate cylinder bore and press
barrel on to piston and against sleeve. Force piston
into bore by tapping cylinder barrel with a rubber
mallet, as illustrated
in Fig. 37. When bottom ring of
piston is securely in cylinder, lower sleeve and remove thru slot. Continue to press barrel over piston
until it is snug against crankcase. Mount cylinder
studs and remainder of parts per ’Cylinder
Head’
paragraphs of reassembly.
and remove connecting rod cap by tapping hghtly on
the end of the bolts. Use a brass rod so as not to upset bolt threads.
Remove cylinder retainer
bar and
withdraw cylinder barrel, piston and connecting rod,
as illustrated
in Fig. 38. Place cap on rod immediately so that it will not be mismatched in reassembly.
Remove No. 3 cylinder
assembly, and then do likewise with the No. 2 and 4 cylinder bank.
Identical
numbers are stamped on the side of the rod
with its corresponding
cap. These numbers must be
on the s~me side of the connecting rod in reassembly. See Fig. 39. Install new nuts on connecting rod
bolts and torque to 32 foot pounds.
CYLINDER, PISTON and CONNECTING ROD
(Fig. 38, Fig. 39)
After removing cylinder heads and before attempting
to loosen connecting rod caps, it is advisable to hold
down both banks of cylinder barrels,
lest they become loosened and damaged when rotating
the crankshaft. This can be accomplished by means of a steel
retainer bar and the cylinder
hold down studs, as
shown in Fig. 38.
Cylinder barrels should be put back on the crankcase
in the same location they were removed from. Use a
new gasket at bottom of barrel.
Clean all dirt and
chaff from between fins and bottom of flange.
If the cylinders are worn more than .005 inch oversize, they should be reground and fitted with oversize pistons and rings. This work should be done by
an authorized service station.
Insert a drift punch in crankshaft crank pin hole, and
turn shaft over so that the nuts for the No. 1 connecting rod cap are accessible. Take off the 2 nuts, loosen
DRIFT PUNCH""
CYLINDER
RETAINER
If in the opinion of the service station attendant, a
chrome re-ring is necessary, use Wisconsin TriCrome
piston ring set.
No. 1 CYLINDER, PISTON AND
CONNECTINGROD ASSEMBLY,
PISTONRINGS(Fig’s.
OD BEARING, PARALLEL
FLAT ON CYLINDER
40, 41, 42)
If a ring expander tool is not available, install rings
by placing the open end of the ring on piston first,
as shown in Fig. 40. Spread ring only far enough to
slip over piston and into correct groove, being careful not to distort ring. Assemble bottom ring first and
work upward, installing
top ring last. The outer diameter of the top compression ring is chrome plated.
Mount scraper ring with scraper edge down, otherwise
oil pumping and excessive oil consumption will result. Refer to Fig. 41 for correct placement of rings
for the V-460D, V-461D and V-465D.
PISTON(Fig.
42, Fig. 43)
The piston skirt is cam-ground to an elliptical
contour. Clearance between the piston and cylinder must
be measured at the bottom of the piston skirt thrust
face. Refer to Chart, Fig. 42, for proper clearance.
The thrust face on the piston skirt is 90° from the
axis of the piston pin hole.
Fig. 38
P LACE O~ENENDOF
RING ON PISTON
THRUST FACE
Fig. 39
Fig. 40
28
V-460D, V-461D
PISTON
CHROMEFACED
COMPRESSION
V-465D
PISTON
RING
RING WIT
EXPANDER
RING COMPRESSOR
PISTON AND
CONNECTING ROD
.....~
Fig. 41
CYLINDER
BORE
Models
V-460D, V-461D
3.498 to 3.499"
PISTON TO CYLINDER
AT PISTON SKIRT THRUST FACES
,0025 to .003"
PISTON RING COMPRESSED
GAP
.008 =
to .024
PISTON RINGS - SIDE CLEARANCE
IN GROOVES
CONNECTINGROD TO CRANK
PIN - SIDE CLEARANCE
FLAT ON
CYLINDER BARREL
Model
V-465D
:3.748 to 3.749"
Fig. 43
,002 to ,004"
automotive
type ring compressor,
and insert
into cylinder
from cylinder
head end. Note:
ing should be parallel
to flats
at base of
barrel
for correct
assembly to crankshaft,
38. Gently tap piston into cylinder
and to
bore. Use the wooden handle end of hammer,
in Fig. 43.
.008 to
CONNECTINGROD SHELL BEARING TO CRANKPIN
.0005 to .0018"
PISTON PIN TO
CONNECTINGROD BUSHING
.0005 to .0011
PISTON PIN TO PISTON
.0000 to .0008"
tight
CENTERMAIN SHELL BEARING
TO CRANKSHAFT JOURNAL
.0013 to .0038"
VALVES (Fig.
44)
Replace
valves
that are burned or pitted.
A leaky
valve can usually be determined
by a "hissing’
noise
in the exhaust
or intake
manifold when cranking
the
engine slowly by hand.
STANDARD CRANK PIN DIMENSIONS
¯..e,.-.--. 1 355
1."350 WIDTH
~ 1.072
1.062
rod end
Rod bearcylinder
see Fig.
bottom of
as shown
m
The exhaust valves are furnished with positive type rotators. Refer to Illustrated
Parts Catalog for mounting. The
valve rotates slightly
each time it opens, and thereby
prevents the build up of foreign deposits on the valve face
and stem. Clean and inspect
operation
of rotators
-replace if faulty.
__ 2.1238 DIA. GRIND
2.1233 ALL ,.’RANK PINS
-- 2.3020 DIA. GRIND
2.3025 CENTERMAIN ’SHELL’ BEARING
Volve grinding
should be done by an authorized
service dealer,
since
he has the necessary
equipment
and experience
to do a good job. To remove valves;
use a standard automotive
valve lifter
as illustrated
in Fig, 44, and remove spring
seat locks.
Release
valve lifter
and take out valve, spring
and exhaust
rotator or spring seat.
I_ 2.3000 FOR OBSOLETE’ROLLER’ BEARING
2.3005
Fig. 42, PISTON, RING AND RODCLEARANCE
CRANKPIN AND CENTER BEARING DIMENSIONS
The valve face is ground at 45 o to the vertical
center
line
of the valve stem and the valve seat insert
should also be ground at a 45 ° angle. After grinding,
valves and inserts
should be lapped with a suitable
lapping
compound or they will leak due to improper
seating,
within the first
few hours of operation.
While
lapping,
occasionally
lift
the valves and reset them
Piston and connecting
rod is sub-assembled
to the
cylinder
barrel
and the complete unit is mounted to
the crankcase.
Lubricate
the piston
assembly
and
cylinder
walls with No. 30 S.A.E. oil,
and stagger
the ring gaps 90 ° around the piston.
Use a standard
29
in a different position to insure a uniform seat entirely around the valves. After valves have been lapped
in evenly,
remove and wash both valves and head
thoroughly with kerosene and re-assemble.
VALVE GUIDES. The valve stem has a clearance
of
.002" to .004 ~ in the guide. When clearance becomes
.006 ~, the guide should be driven out and a new guide
pressed in place. Allow 1/32" to 1/64 ~ clearance between valve guide boss and bottom of valve guide
shoulder.
Check guide for .3440/.3445"
I.D. after
pressing in place. Ream if necessary.
VALVESEAT INSERTS are not replaceable,
due to
method of installing.
If seat inserts become worn and
ground down to the extent that the seats are wider
than the valve face, replace cylinder head.
ROCKERARM ASSEMBLY(Fig.
44)
In reassembly; flat surface on shaft fo~ setscrew must
line up with tapped hole in bracket. Apply # 271 Loctite
to setscrew threads and securely tighten in place.
Lubricate shaft so that rocker arm bearings will not
operate dry when starting engine.
CAMSHAFT
(Fig.
45, Fig. 46)
Pull tappets outward to clear lobes for camshaft removal. Withdraw tappets from inside crankcase. In reassembly, clean, lubricate
tappets and insert thrust
plunger and spring into end of camshaft, See Fig. 46.
The camshaft gear has offset mounting holes
vide accurate assembly for valve timing. The
only be put on the correct way for matching up
ing mark with that of the crankshaft. See Fig.
Very little wear will occur to the rocker arms as long
as they are adequately lubricated.
If replacement is
necessary,
remove the complete rocker arm bracket
assembly, Fig. 44, from cylinder head. Take out shaft
setscrew from bottom of bracket with a 1/8" Allen
ROCKER ARM
ASSEMBLY
wrench, and tap shaft out toward setscrew end of
bracket,
using a brass rod. NOTE: Beginning with
serial # 5634850, setscrew is secured in place with
# 271 Loctite in place of staking. To loosen setscrew
for removal, apply heat (400 o F) to setscrew.
to progear can
the tim46.
VALVE LIFTER
/
SPRING SEAT LOCKS
;EAR
Fig. 44
Fig. 46
CENTERMAIN BEARING(Fig.
CAMSHAFTASSEMBLY
47, Fig. 48) V-465D
Note: Beginning with engine serial
No. 4904657, a
shell type center main bearing replaces the split roller bearing. The bearing and hanger assemblies are
not interchangeable
for service replacement unless
the complete crankshaft
assembly is changed and the
crankcase modified.
VALVE TAPPETS
(Pull Outward)
The following instructions
apply to the current production engines with shell center main.bearing. Refer
to Page 32 for overhaul procedures relative to the now
obsolete roller type center main bearing and crankshaft oil collet.
Caution: Do not attempt to remove crankshaft from engine without first removing center bearing hanger.
With reference to Fig. 47, disconnect oil pressure line
at center bearing hanger and at oil header behind filter, by using a 1/2 inch hex tubing nut wrench. Remove hanger to case screws and washers. Then loosen
and back out cap to hanger screws about 1/2 inch.
Tap screw heads lightly and alternately
with a hammer to break cap away from hanger body.
Fig. 45
3O
specifications.
Note: Older engines were fitted with
XD130 7/16-14 x 2 114" hex head grade 5 capscrew which
were torqued to 60 foot pounds.
Be sure oil fitting passages are clean. Connectoil line
from header to bearing hanger.
Tu~ Fittin Sli~
To
MAIN BEARING PLATE and CRANKSHAFT(Fig.
49)
Removemainbearing plate, gaskets and shims from take-off
end of engine. Slip a length of pipe over the gear end of the
crankshaft and with the assistance of another person, withdraw
the shaft thru the mainbearingplate opening,as illustratedinFig. 49.
Removalof crankshaft with center bearing hanger assembled to
it applies only to the obsoletesplit roller bearing. Caution:It will
be necessary to rotate the crankshaft so that counterweights
clear the center main bearing hanger lugs in crankcase.
In reassembly: Holes for the main bearing plate are offset for correct mounting. Assemblemain bearing plate, gaskets and shims, and torque capscrews to 32 foot pounds.
Check end play and add or remove gaskets to give the
necessary .002 to .005 inch movement,with engine cold.
Fig. 47
IDLER GEARAND SHAFT(Fig.
49, Fig. 52)
A tappedhole in the side of the crankcasecontains 2 setscrews
for locking idler shaft in place. See Fig. 49. Remove
screws with a
Center main bearing
hanger- Applicable
to obsolete split ~ Ii
roller bearingonly.
LUGS
Fig. 48
Do not pry cap and body apart. Sepztrate and remove
hanger and cap with shell bearing from cra~nkcase.
Check bearing and crankshaft journal for visible wear-see Clearance Chart, Fig. 42. If clearance approaches .005
inch, replace shell bearing with suitable undersize.
In reassembly: Clean thoroughly and apply a film of oil
to the bearing surfaces. Mount center main bearing after
crankshaft is assembled to crankcase and ~’ndplay is set.
Dowelpins in cap are off-center so theft whenhanger is
mountedto cap, the locating lug on both bearing halves, will
be on the same side. See Fig. 48. °Assemblehanger so that 45
oil line elbow is facing toward oil header side of case as
illustrated in Fig. 47.
Drawcap to hanger screws finger tight until the two
dowels are just entering holes. With a hand wrench, alternately turn each screw 1/2 to 3/4 turns to evenly pull cap tight
to hanger body. Torque screws 32 to 35foot pounds.
Secure bearing hanger to crankcase after crankshaft end
play is set. Install capscrews and washers.The tightening
torque of the two bolts which fasten the center main bearing
assembly to the crankcase of the V465Dhas been increased to
74-76 LB-FT. Engines built after SN 6279801 will have the
greater torque applied. This change takes advantage of the
greater available strength of the grade 8 socket head
capscrews PN XB120.
For service, engines after SN 6089641 can use the new
torque specification. Also, engines built prior to that can use
the newer style grade 8 capscrew (PN XB120, 7/16-14 x 2 1/2
socket head) and can then also use the new higher torque
,’I ~’i’--~j
IDLER GEAR
COUNTERWEIGHT/
2 SETSCREWS
CLEARANCE SLOT FOR IDLER SHAFT
F~g.49
5/32" Allen wrench. Disassemble shaft and gear from case by
meansof the 3/8"-16 tappedpuller hole in end of idler shaft.
In reassembly; be sure oil groove in shaft is facing up.
Drive shaft into crankcase with soft metal hammerand maintain a .003 to .004 inch clearance between idler gear and
shoulder of shaft, see Fig. 52. Lock shaft in place with
the 2 Allen set screws.
OIL PRESSURE
RELIEF VALVE(Fig.
3, Fig. 50)
If it becomesnecessary to removethe oil pressure relief
valve, illustrated in Fig. 50, either for cleaning or replacement;
fin-st unscrew hex adapter and remove expansion plug from
adapter. Witha 3/16 inch Allen wrench,removeouter adjustment
lockscrew,see Fig. 3. Insert a 1/4 inch rod into the cross hole in
valve body and turn counter-clockwise for removal. Donot use
a pipe wrenchor pliers to removevalve body.
In reassembly; use new ’O’ ring in valve body and
apply sealer to threads of hex adapter. Assemble ex-
31
TUBING NUT
OIL COUPLING
TO COLLET
MOUNTING SCREW
OIL PRESSURE
REDUCING VALVE
CRANK SHAFT
OIL COLL ET
COUPLtNG ADAPTER
Gearoil culler for engineswith
obsolete~lit
roller bearing.
Fig. 51
OIL PRESSURE
RELIEF VALVE
(HEX ADAPTER)
EXPANSION PLUG
Fig. 50
pansion plug after adjusting pressure as per "Oil Pressure
and Adiustraent", pages 10 & 11.
OIL PRESSURE REDUCING VALVE (Fig.
50)
To replace the oil pressure reducing valve, loosen the
4 oil line nuts at the valve and at the fittings on top
and side of crankcase.
Remove valve mounting capscrew and lift valve away from crankcase.
The oil
lines will become unseated without being deformed.
Fig. 52
Caution: It will be necessaryto rotate the crank.
shaft so that counterweightsclear the lugs in the
crankcase for the center main bearing, and the
lugs on the center bearinghangerwill have to line
up with the clearance slots in the crankcaseface.
In reassembly; hold valve in proper location but do
not mount. Place oil lines in position
and engage
tubing nuts 2 to 3 turns. Secure valve in place with
capscrew and then tighten tubing nuts.
In reassembly; rotate crankshaft oil collet so that
slot engages with tab on bearing retainer
plate, as
illustrated
in F~g. 52. Mount main bearing plate, gaskets and shims, and torque capscrews to 32 foot
pounds. Check end play and add or remove gaskets
to give the necessary .002 to .004 inch movement.
ASSEMBLY and DISASSEMBLY PROCEDURE
with obsolete
ROLLER type CENTER MAIN BEARING
(Engines previous to serial No. 4904657)
Center main bearing (roller type) can be disassembled
in the following manner: Loosen and back out bearing hanger capscrews approximately
1/2 inch. ’Tap
capsctew heads lightly and alternately
with a hammer,
as illustrated
in Fig. $3, to break cap away from
hanger body. Do not pry cap and body apart. Remove
capscrews and separate hanger and cap from bearing.
Take off retaining ring from outer bearing race and remove bearing halves and rollers from crankshaft.
With reference to Fig. 51, remove oil coupling from
crankshaft oil culler. Take out the adapter mounting
screw and slip oil coupling out of culler. In reassembly; use new ’O’ ring seals at both ends of the coupling and on the shoulder extending into the crankcase.
Lubricate ’O’ rings for ease in assembly.
Remove the center main bearing hanger to crankcase
mounting screws and spacers.
Tip case back on engine supports and remove main beating plate, gaskets
and shims. Slip a length of pipe over the gear end of
the crankshaft and with the assistance of another person, withdraw crankshaft with center bearing thru the
main bearing plate opening, as illustrated
in Fig. 49.
In .reassembly; coat inside of bearing halves with a
low melting point grease or petroleum jelly.
Do not
use a standard lubricating
grease. With reference to
Fig. 54, press 16 rollers
into the grease of each of
the bearing halves; assemble to crankshaft and clip
32
Secure bearing hanger to crankcase after crankshaft
end play is adjusted.
Note: Beginning with engine
serial No. 4052826, the capscrews for mounting the
bearing hanger to crankcase
were lengthened
to 3
inches, and a spacer added under the screw heads,
see Fig. 56. Thus all 4 screws for the center main
bearing hanger assembly are the same, minimizing
the possibility
of improper assembly. Install
hanger
capscrews, with spacers, finger tight and position
bearing hanger so that there is a minimum of .040
inch clearance between the sides of the bearing hanger and crankshaft cheeks. Tighten hanger to crankcase capscrews, 60 foot pounds torque.
TAP CAPSCREWS CENTER BEARING
ALT E RNAT ELY
HANGER CAP
----CENTER
MAIN
BEARING HANGER
Fi 9. 53
_JCRANKCASE
HANGER BOSS
LOWMELTINGPOINT GREASE
SPLIT BEARING
(FRACTURED)
BEARING ROLLERS
RETAINING RING GROOVE
Fig.
54
~
together with retaining
ring. The ring must overlap
both mating edges of the bearing. Insert shouldered
dowel pin into either hole of the bearing race and
place the hanger body against
the bearing so the
dowel slips into the dowel pin hole, see Fig. 55.
Hold hanger body against bearing, place cap in position and draw the capscrews finger tight until the 2
dowels are just entering holes. With a hand wrench,
alternately
turn each screw 1~ to ¾ turns to evenly
draw cap tight to hanger body. Torque capscrews to
40 foot pounds, alternately
in 3 stages; 15, 30 and
40 ft/lbs.
A few squirts of oil in the hanger cap oil
hole will help to dissolve the bearing grease.
i
~,.
~FINGER TIGHTEN,
I
/--.~.~_
HANGER TO
CRANKCASE CAPSCREWS, FOR
SETTING CLEARANCE
"~--MINIMU.
SIDES.
CLEARANCE 040" BOTH
CHECK WITH 040" SHIMS.
Fig. 56
BEARING HANGER CLEARANCE
(For obsolete center main roller bearing)
HANGER BODY
DOWELPIN HOLE
DOWELPIN
RETAINING RING
CENTER BEARING
Fig. 55
33
YB-85A ALTERNATOR
REPLACED YB-69 BEGINNING WITH ENGINE S/N 6070163
WI$CON~NEngine Model V-465D
SERVICE
INSTRUCTIONS
SPECIFICATI ONS
VOLTS - 12
VENTILATED -
BRUSHES- 2
CONTROL- Voltage
LUBRICATION
- Bearings are pre-lubricated.
Yes
RATED OUTPUT - 37 Amperes
Regulator
No additional
ROTATION- Clockwise at drive end
lubrication
necessary.
P R ECAU
TIONS:
Observeproper polarity wheninstalling battery; negative
battery terminal must be grounded. Reverse polarity will
destroy the rectifier diodesin alternator.
Do Not, operate engine with battery disconnected, or disconnect the alternator output lead while the alternator is
operating, as dampingeffect of the battery will be lost.
The voltage will rise to an extreme value and permanent
damageto the regulator mayoccur.
As a precautionary measure, disconnect ground battery
terminal when charging battery in vehicle. Connecting
charger in reverse will destroy, the rectifier diodes in the
alternator.
Do Not, disconnect the voltage regulator while the alternator is operating, becausethe large voltage transient that
occurs when disconnection takes place may damage the
regulator.
Do Not, under any circumstances, short the field terminal
of the alternator to ground, as permanent damageto the
regulator may occur.
Caution: Output wires from Alternator to Ammeter,and from
Ammeterto battery terminal on starting soleno{d must be
of sufficient size for charging 37 omps. Use No. 10 ga.c
stranded wire, or larger.
Do Not, removethe alternator from the vehicle without first
disconnecting the groundedbattery cable.
BATTERYANDCABLES
FURNISHEDBY CUSTOMER
10 GAGEMINIMUM
(THIS WIREOMITTEDWHEN
AMMETER
IS SHIPPEDLOOSE
ORSUPPLIEDBY CUSTOMER)
GAUGEMINIMU~
DISCHARGE~
CHARGE
STARTER
AMMETER
REGULATOR
EXCITATION
LEAD
ANTbDIESELING
SOLENOID
CARBURETOR
POS.
(+
)OL~TPU~
TERMINAL
ALTERNATOR
NO. 4 PLUG
NO. 3 PLUG
IGNITION/STARTING
SWITCH
NO. 2 PLUG
REDWIRE
BLACKWIRE
OIL PRESSURE
SWITCH
(WHEN
SPECIFIED)
DISTRIBUTOR
(S.S.I.)
IGNITION
COIL
HI-TEMPERATURE
SAFTETY
SWITCH
34
L.57, L.77
Series
CARBURETOR
SERVICE
INSTRUCTIONS
DESCRIPTION
main jet.
Fuel from the float
chamber flows through
the
main jet into the metering
well.
Fuel for idling
is drawn
from this well through the calibration,
or metering orifice,
in the center
of the idling
jet.
As the fuel reaches
the
idling
channel
it is mixed with air
which is admitted
through a calibrated
orifice
in the channel from the inside
of the air intake
to form an emulsion.
This emulsion
is
discharged
into the an" stream,
to form the idling
mixture,
through
two holes one of which is controlled
by the idle
adjusting
needle.
Turning the adjusting
needle
counterclockwise
(out) permits
more of the emulsion
to reach the
air stream and make the idling
mixture richer
while turning
the needle in (clockwise)
cuts off the amount of the emulsion reaching
the air stream and makes the mixture leaner.
The Zenith 87-Series
is a horizontal
carburetor
with a concentric
fuel bowl. It is a ’~balanced ’~ carburetor,
because
all air for fuel chamber and metering
well ventilation
and
idling
must come through
the air cleaner.
Air cleaner
restrictions
have a minimum influence
on the fuel-air
ratio
when a carburetor
is thus ~balanced".
The mai.n jet and discharge
jet are centrally
located.
The
metering
well which completely
surrounds
the discharge
jet is in the center
of the fuel bowl assembly.
This construction
permits
extremely
high angle operation
in any
direction.
The venturi,
which is part of the throttle
body casting,
measures
the volume of air that
passes
through
the carburetor.
In selecting
the venturi
size,
t he smallest
size
that will permit full power development
should be used.
PITOT
HIGH .SPEED SYSTEM (Fig.
BOWL VENT
PASSAGE
TUBE
3)
As the throttle
is opened, the suction
on the idling
system
diminishes,
but the increased
volume of air entering
the
engine
through
the venturi
creates
sufficient
vacuum
(suction)
on the discharge
jet to draw an emulsion of fuel
and air from the metering
well which receives
its fuel from
the main jet
and its
air from the well vent.
The flow
characteristics
of the discharge
jet are influenced
by the
size,
location,
and number of holes in the sides of that
part of the jet which is in the metering well, as well as by
FUEL
VALVE
SEAT
FUEL
VALVE
NEEDLE
WELL
FUEL
INLET
VENT
\~,~
LOAT
MA,
N%
Fig. 1 FUEL SUPPLY SYSTEM
OPERATION
FUEL
SUPPLY SYSTEM (Fig.
])
Fuel under normal
pressure
entering
the float
chamber
through the fuel valve seat is controlled
by the twin float
which,
moving on its axle,
closes
the needle
valve
when
the fuel reaches the proper level in the bowl.
IDLE
SYSTEM (Fig.
Fig.
the sizes of the discharge
jet orifice,
the size
jet, and the size of the well vent. The well vent
in the air intake
and permits
air to enter
the
metering
well around the outside
of the discharge
flow of fuel through the main jet is controlled
of main jet opening.
2)
At idling
speeds the throttle
plate is almost closed,
thus a
very high suction
exists
at the edge of the throttle
plate
where the idle
discharge
holes are located.
All fuel for
idling
and part throttle
operation
is supplied
through the
IDLE AIR
IDLE AIR
BLE~x
~
PASSAGE
Starting
a cold engine requires
a much richer
mixture
of
fuel and air.
Moving the choke lever
to close
the choke
plate restricts
the air entering
the carburetor
(except at the
pitot tube,
Fig.
1, to the bowl vent)
and increases
the
suction
on the idling
system
which makes the mixture
richer.
THROTTLE
IDLE
....
- ~:~:~______________~__~[~e’~~_//_~
METERING
~
1-~t111~
WELL
~
,~A~LI-I~
~
~:~;U~IL~.~
~
-----
~
MAIN
Fig.
of the maiu
is located
top of the
jet.
The
by the size
CHOKE
SYSTEM
(Fig. 4, Page 37)
~
~
3 HIGH SPEED SYSTEM
DISCHARGE
STARTING
THE
ENGINE
Before cranking
the engine,
the carburetor
throttle
should
be opened a little
to expose both idle discharge
holes to
suction.
The choke should be fully
closed until
the engine
starts,
then opened a little
to prevent
stalling
from being
over-ch’oked,
then when the engine is fully
warmed up the
choke can be returned
to wide open position
and the
throttle
closed to the idling
position.
ID[E ADJUSTING
~.~c
NEEDLE
~
-IDLE.JET
IDLE
FUEL
PICKUP PASSAGE
ADJUSTMENTS
Adjust the throttle
stop screw to obtain
speed by turning
screw in (clockwise)
and out (counter-clockwise)
to decrease
JET
2 IDLE SYSTEM
35
the desired
idling
to increase
speed
engine speed.
L-57,L-77
Series
ZENITH MODEL87A8
CARBURETOR
36
CARBURETOR
ZENITH MODEL 87A8
Adjustthe idle adjusting
needleto obtainsmoothidlingof
the engineat idlingspeed.Turn the needleout (counterclockwise)to make the mixturericher,and in (clockwise)
to makeit leaner.
CHOKEPLATE
(CLOSEDPOSITION)
L-57, L-77
Series
INSPECTION OF PARTS
1. Float Assembly -- Replace if loaded with gasoline, damaged or if float axle bearing is worn excessively.
Inspect float lever for wear at point of contact with fuel
valve needle. Replace if wear is excessive.
2. Float Axle -- Replace if any wear has occurred on the
bearing surface.
3. Fuel Valve (Needle & Seat) Assembly -- Replace as
complete unit. Wear of any of these parts can seriously
affect the operation of the float.
4. Idle Adjusting Needle- Inspect tapered end of the
needle to make sure it is smooth and free of grooves.
Replace if pitted or grooved.
S. Gaskets, Seal and Retainer - Replace all gaskets,
throttle shaft seal and retainer each time the carburetor
is overhauled.
VENTURI
THROTTLE
PLATE
LY
CLOSED
POSITION)
6. Check Specifications.
Verify the correctness
of the
following parts. Numbers w/ll be found on the parts.
Main .Jet, Idling ~et and Fuel Valve.
Fig. 4 CHOKESYSTEM
REASSEMBLY
ASSEMBLY OF THROTTLE BODY
I. Installthe fuel valveseat (31) and fibrewasher(30),
using ZenithTool No. C161o85.
SERVICE AND REPAIR PROCEDURE
IDENTIFY
CARBURETOR
CheGkthe numberson the metal identification
disc pinned
to th~ top of the throttlebodyor indentedin it. The plain
numberis the Zenithassemblynumber,the numberwith the
letter"L" pre-fixedto it is TeledyneWiscunsinMotor’s
part numberfor the completeassembly.
2. Installthe maindischarge
jet (32),usinga smallscrewdriver.
3. Installfuel valveneedlein seat(31),followedby float
(36) and float axle (35). NOTE: Inserttapered end of
floataxle (35) into floatbracketon side oppositeslot
and push throughthe other side. Pressfloat axle (35)
intoslottedsideuntilthe axleis centered
in bracket.
4. FLOAT SETTING
a. Fuel Level. Check position of float assembly (36),
for correct measurement to obtain proper fuel level by
using a depth gage. NOTE: Do not bend, ~wist, or
apply pressure on the float body.
b. Withbowl coverassembly(26)inan invertedposition,
viewedfromfreeend of float(36),the floatbodymust
be centeredand at right anglesto the machinedsurface.The floatsettingis measuredfrom the machined
surface(no gasket)of floatbowlcoverto top side
float body at highest point. This measurementshould
be 31/32=, plus or minus 1/32".
c. Bending Float Lever. To increase
or decrease distance between float body (36)and machined surface
(26) use long nosed pliers
and bend lever close
float body. NOTE: Replace with new float if position
is off more than 1/16".
5. Install
throttle
body to fuel bowl assembly gasket (37)
on machined surface of throttle body (26).
6. Installidleadjusting
needle(17)and spring(18).Screw
needleIN (clockwise)
untilit seatslightlyagainstthe
idledischargehole,then backit out |~ turnsas a preliminaryidleadjustment.
EXPLODEDVIEW (Page 36)
The exploded view identifiesthe serviceablecomponent
partsof the carburetor
and showstheirrelationship
to the
completeassembly. Use the key numbers on the exploded
view to identifyand locatepartswhen performing
both the
disassemblyand assemblyoperations.
DISASSEMBLY
SEPARATE CARBURETOR BODIES
Remove the three bowl assembly screws (145,
separate fuel bowl (39) from throttle body (26).
46) and
DISASSEMBLE FUEL BOWL
1. Remove the main jet plug (43) and fibre washer (42),
using a 9/16" open end wrench.
2. Remove the main jet (41) and fibre washer (40), using
Zenith Tool No. C161-83 main jet wrench.
3. Remove the Idle Jet (38), using a small screwdriver.
4. Remove the bowl drain plug (44).
DISASSEMBLE THROTTLE BODY
1. Remove the float axle (35) by pressing against the end
with the blade of a screwdriver.
2. Remove the float (36).
3. Remove the fuel valve needle (31), using the fingers.
4. Remove the fuel bowl to throttle body gasket (37).
jet (32),
using a small
5. Remove the main discharge
screwdriver.
6. Remove the fuel valve seat (31) and fibre washer (30),
using Zenith Tool No. C161-85.
7. Remove the idle adjusting needle (17) and spring (18).
REASSEMBLE FUEL BOWL
i. Install
the main jet (41) and fibre washer (40), using
Zenith Tool No. C161-83 main jet wrench.
2. Install
the main jet hex plug (43) and fibre washer
(42), using a 9/16 ~ open end wrench.
3. Install the idle jet (38), using a small screwdriver.
4. Install the bowl drain plug (44).
REASSEMBLE CARBURETOR BODIES
Install the three bowl assemblyscrews (45, 46) through
the fuel bowl and into the throttlebody and draw down
firmlyand evenly.
CLEANING
Thoroughly clean all metal parts in Bendix Metalclene or
Speedclene and rinse in cleaning solvent. Blowout all passages in throttle body and fuel bowl with reduced air pressure. Be sure all carbon deposits have been removed from
throttle
bore and idle discharge holes. Reverse the flow of
compressed air through all passages to insure the removal
of all
dirt.
NEVER USE A DRILL OR WIRE TO CLEAN
OUT JETS OR IDLE HOLES.
SPECIAL TOOLS
The special tools recommended are:
1.
2.
37
C161-83 Main Jet Wrench.
C161o85 Fuel Valve Seat Wrench.
Magnet Service
Instrucli
ns
Yo128Series
WISCONSIN No. Y-128-$1 - FAIRBANKS-MORSEType FM-X4B7D
For Engine Models V-461D and V-465D
GENERAL DESCRIPTION
be replaced only during the overhaul of the magneto
by a Fairbanks-Morse authorized service station using
recommended lubricant
and factory engineered parts.
Coil and condenser replacement while simple are
not recommended unless adequate test equipment is
available.
Under no circumstances should any attempt
be made to remove the magnetic rotor from the housing
unless specific instructions
for releasing the shaft are
available.
Fairbanks-Morse
Type FM-X4B7D Magneto is designed and engineered to provide quick easy starting
and maximum dependability
of operation with minimum
service.
The compact alnico magnetic rotor assures
an intensely hot spark under most operating conditions.
SERVICE
PROCEDURE
The first step in magneto field servicing is to examine the magneto for corroded high tension towers,
broken wires, or high tension wires not pushed far
enough into the magneto tower to make good contact.
Then test the ignition
spark while the engine is
being cranked. Hold the ignition
wire 1/4 in. away
from the engine block. If a strong spark is observed,
the magneto is not the cause of the engine malfunction. If no spark is seen, proceed with servicing the
magneto.
If the magneto has been removed from the engine
for servicing, the operator must follow the engine manufacturer’s
instructions
for timing the magneto to the
engine. Refer to ’Magneto Timing’ in engine instruction
manual. When installing
the magneto on the engine,
be sure the magneto is properly attached and that the
housing to engine gasket is in good condition.
SERVICING
SPECIAL
TIMING
BREAKER POINTS
SERVICE
DRIVE GEAR
The magneto is equipped with a special drive gear
mounted directly on the impulse coupling. If it is necessary at any time to remove the drive gear, special
care must be exercised in reassembly. It is possible
to be off 180° in mounting the gear, with relation to
the correct location of the timing mark on the gear.
Assemble gear as follows:
Remove magneto end
cap cover and turn distributor rotor until it is in firing
position for No. 1 cylinder, as illustrated
in Fig. A.
Retain rotor in this position and fit the drive gear to
the impulse coupling lugs so that the prickpunch mark
on front of gear is located as shown.
Remove the end cap cover, distributor
rotor and
the end cap. Then inspect the breaker points for pitting, oxidation and shorting.
If points are worn or
shorted, they should be replaced.
To remove the point set, take out the breaker arm
terminal screw releasing
the breaker arm spring, coil
lead and condenser lead. Remove the fulcrum pin snap
ring and slide the breaker arm off the fulcrum pin.
Remove the contact support locking screws and lift off
the contact support.
The installation
of new points is the reverse of
the removal. After the points have been installed,
they should be adjusted to the correct clearance of
0.015 inch at high point of cam. Be sure the points
are clean and bright before adjusting them. Insert a
screwdriver in the slot of the support bracket and pivot it between the two small bosses on the bearing
support until the desired clearance is obtained. Then
clean the points again before sealing the magneto.
FIELD
THE MAGNETO TO THE ENGINE
EAR
PDRIV
E
PLACEDISTRIBUTOR
ROTOR
IN FIRING
POSITIONFORj
No.I CYLINDER--~
-THENN~OUNTGEAR WITH
RICK PUNCHi~ARK
OCATED AS SHOWN
~L
NOT RECOMMENDED
The cam wick, if dry or hard, should be replaced
with a new factory impregnated wick. Other than this
the Type FM-X4B7D Magneto does not require
field
lubrication.
No attempt should be made to oil or grease
the magneto bearings.
The magneto lubricant
should
Fig. A, DRIVEGEARMARKING
ANDASSEMBLY
38
SOLID STATEIGNITION DISTRIBUTORS
Manynew Wisconsin multi-cylinder engines are nowbeing
equippedwith a solid state ignition distributor. Externallythe
newsolid state ignition distributors are similar in appearance
to a conventional point ignition distributor. Internally the
major differences are:
1. Distributor camwhich opens ignition points has been
replaced with a magnetassembly.
2. Ignition points have been replaced with a "Hall effect
type" electronic module.
This solid state ignition distributor uses two primary wire
leads whichattach to the ignition coil. The black or blue lead
connectsthe negative(-) terminal of the ignition coil whilethe
red lead connectsto the positive (+) side of the ignition coil.
NOTE:
The sameWisconsincoil is used on the: solid state and
point ignition systems.
TROUBLESHOOTING
Thefollowingsteps shouldbe performedif the e.ngines ignition
systemappears to be not operating properly:
1. Visuallyinspectplugwires, coil wire, distributor capand
rotor. Replaceany componentsthat showdeterioration.
It is especiallyimportantthat the capand]plugwiresbe in
goodcondition, free of oil, grease and moisture.
2. Checkfor loose or poor connectionsin ignition circuit.
Checkbattery terminals for corrosion a.nd loose connections.
3. Checkbattery voltage with engine off. It should be 12
to 15 volts.
If the aboveitems have been checkedand found to be proper
and the engine’s distributor is believed to be faulty, the
distributor should be tested.
a. If the voltmetershowsa constant0 reading, there is an
opencircuit somewhere
in the primaryignition circuit.
b. If the voltmetershowsa constantvoltage in the 1.0 to
3.5 volt range, the electronic moduleis shorted out.
c. If the voltmetershowsa constant voltage equal to the
battery voltage, the electronic modulehas an open
circuit and requires replacement.
12 VOLT TEST LIGHT
1. Connectthe test light betweenthe positive (+) side
the ignition coil and ground.Withthe ignition switchin
the "on" position the light shouldlight.
NOTE:
If there is no voltage present at the positive side
of the coil, recheckthe circuit fromthe battery through
the ignition switchto the coil.
2. Disconnect the black primary lead going betweenthe
ignition coil negative(-) terminaland the distributor.
Connectthe test light to the negative(-) terminalof the
ignition coil. Turnthe ignition switchon - the test light
shouldlight, if not the ignition coil primarywindingis
open and the coil should be replaced.
Reconnectthe black primarylead of the distributor to
the negative(-) terminal of the ignition coil. Connect
the test light again to the negativeterminal of the
ignition coil.
3. Disconnectthe high voltage wire fromthe center of the
distributor cap and groundto the engine.
4. Crank the engine.
5. The test light should flicker as the engineis cranked.
6. If the light doesnot flicker thenthe dislributor electronic
moduleis faulty.
NOTES
To avoid damageto the distributor componentsthe following
conditions must be avoided:
NOTE:
Ignition timing adjustment specifications and procedures for the solid state ignition systemsare the sameas the
correspondingpoint ignition distributor. Anautomotivetype
tim ing light shouldbe usedto checkand adjust ignition tim ing.
POLARITY
- Do not reverse the battery
1. REVERSE
cables - (this distributor is for negativegroundsystems
only) or the ignition coil wires. Blackcoil lead to
negativeterminal of the coil; red lead to positive
terminalof the coil.
TESTING
Testingcanbe doneeither witha voltmeteror a 12volt test light.
VOLT METER TESTING
1. Connectthe positive (+) lead of a voltmeter to the
negative(-) side of the ignition coil. Groundthe negative (-) lead of the voltmeter. Set the voltmeterto
volts on at least a 15 volt scale.
2. Disconnectthe high voltage wire fromthe center of the
distributor cap and groundit to the engine block or
chassis.
3. Crank engine.
4. Thevoltmeter should fluctuate from a range of l to 2
volts to a rangeof 10to 12 volts as the engineis cranked.
NOTE:
On somevoltmeters the needle will appear to
bouncebetween1 and 12 volts.
5. If the voltmeterdoes not fluctuate, one of the following
problemsexist:
39
Someearly production distributors have a blue lead
instead of a black lead for the negativecoil lead.
2. VOLTAGE
SURGES
- Do notoperate the engine with
the battery disconnected.Insure all electrical connections are madeproperly. Avoidusing switches on the
engine which cause excessive arcing.
3. Disconnectthe ground(negative) cable whencharging
the battery.
4. JUMPSTARTING
- Only use another 12 volt battery
for jumpstarting - be sure battery polarity is correct
(positive to positive, negativeto negative.)
NOTE: A HIGH AMPERAGE
BOOSTCHARGER
CAN DAMAGETHESOLID STATECOMPONENTS
WITHIN THE DISTRIBUTOR.
YF50S1, YF50AS1,YF50BS1Ignition Distributor
USE WITH MODELVH4D, VG4D, V465D and W4-1770
ITEM
PARTNO.
DESCRIPTION
..........................
--
20121003
Distributor
DISTRIBUTION
APPLICATION
YF50S1 VH4D,VG4D,V465D,
W4-1770
(side mnted)
YFSOAS1 VH4D,W4-1770
(top mounted)
YF50BS1 VG4D,V465D(top mounted)
1
O
QTY
cap & gasket
(includes
1, 11).........................
1
Venteddistibutor cap..............
1
2
20120015
Advance
weightsset ...............
1
3
20120012
Advance
Springsset ...............
1
--
20121001
Gear kit for YF50,
YF50A
(incl. 4-7).......................
GF99S1
11
10
Gear kit for YF50BS1,
includes
4, 6, 7) ........................
1
4
Thrustwasher
set ....................
1
5
Spacer(YF50AS1)
....................
1
6
Gear
..........................................
1
1
7
PA367
Rollpin.....................................
8
20120005
Elect. module(incl. screws) .... 1
9
20120004
Magnet
assembly
....................
20121006
Rotor and spacer
1
(includesitems10-13).............
1
10
20120011
Rotorspacer
.............................
1
11
20120010
Distributor capgasket.............
1
12
20120003
Dustcover................................
1
Rotor
.........................................
1
Wire, extension(not illus) .......
1
YL396Ao18 Wire, extension(not illus) .......
1
13
YL394-18
SHAFT
END
PLAY:.001" - .015"
1" Alsosoldseperately
o Notservicedseparately.
4O
1
Typical Wiring Diagram for engine with 30 ampFlywheel Alternator
10 GAGEMINIMUM
!
SWITCH
/~CHARGE
AMMETERI /
BATTERY AND CABLES i
FOR.,S.EO
,~CO~..O~.~_...g
~
STARTING MOTOR
s
OB D C
GNITIONS
ANTI-DIESELING
SOLENOID
~
.E__£
W~R__~
co,L I\\
Io~II ,o~
HI-TEMPERATURE
SAFETYSWITCH
RECTIFIER/
REGULATOR
STATOR
41
DISTRIBUTOR
S.S.I.
SERVICE AND PARTS
Available from your Authorized
WISCONSIN MOTORS, LLC
Service Center
~
WISCONSIN
MOTORS, LLC
SALESOFFICE:
2020Fletcher CreekDrive ¯ Memphis,
Tennessee
38133
Phone:(901) 371-0353¯ Toll Free: 800-932-2858
January 2002
WM2025C