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TECUMSEH
T E C H N I C I A N ' S H A N D B O O K
This manual covers engine models:
ECV100 - 120, H22 - 80, HH40 - 70, HHM80, HM70 - 100,
HMSK70 - 110, HMXL70, HS40 - 50, HSK30 - 70, HSSK40 - 50,
HT30 - 35, HXL35, LAV30 - 50, LEV80 - 120, TNT100 - 120,
TVM125 - 220, TVXL170 - 220, TVS75 - 120, TVXL105 - 115,
V40 - 80, VH40 - 70, V60 - 70, VM70 - 100
Model numbers are located on the engine shroud.
3
TO
11
HP
4-CYCLE
L-HEAD
ENGINES
ENGINES
&
TRANSMISSIONS
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CONTENTS
CHAPTER 1 GENERAL INFORMATION ...................................................................................................... 1
ENGINE IDENTIFICATION ............................................................................................................................ 1
INTERPRETATION OF MODEL NUMBER .................................................................................................... 1
SHORT BLOCKS ........................................................................................................................................... 2
FUEL .............................................................................................................................................................. 2
ENGINE OIL ................................................................................................................................................... 3
TUNE-UP PROCEDURE ............................................................................................................................... 3
STORAGE ...................................................................................................................................................... 4
CHAPTER 2 AIR CLEANERS ...................................................................................................................... 5
GENERAL INFORMATION ............................................................................................................................ 5
OPERATION .................................................................................................................................................. 5
COMPONENTS .............................................................................................................................................. 5
TROUBLESHOOTING OR TESTING ............................................................................................................ 5
SERVICE ....................................................................................................................................................... 6
DISASSEMBLY PROCEDURE ...................................................................................................................... 6
POLYURETHANE-TYPE FILTER ELEMENT ................................................................................................ 6
PAPER-TYPE FILTER ELEMENT ................................................................................................................. 6
CHAPTER 3 CARBURETORS AND FUEL SYSTEMS ................................................................................. 7
GENERAL INFORMATION ............................................................................................................................ 7
OPERATION .................................................................................................................................................. 8
FUEL PRIMERS ............................................................................................................................................. 8
IMPULSE FUEL PUMPS ................................................................................................................................ 9
FLOAT STYLE CARBURETORS ................................................................................................................... 9
DIAPHRAGM (PRESSURE DIFFERENTIAL) CARBURETORS .................................................................... 9
COMPONENTS ............................................................................................................................................ 10
CARBURETOR IDENTIFICATION ............................................................................................................... 11
DUAL SYSTEM CARBURETORS ................................................................................................................ 11
SERIES 1 CARBURETORS ......................................................................................................................... 11
SERIES 3 & 4 CARBURETORS .................................................................................................................. 11
DIAPHRAGM CARBURETORS ................................................................................................................... 11
SERIES 6 CARBURETORS 4-CYCLE ......................................................................................................... 12
SERIES 8 ..................................................................................................................................................... 12
SERIES 9 ..................................................................................................................................................... 12
SERIES 10 (EMISSION) .............................................................................................................................. 12
SERIES 11 ................................................................................................................................................... 12
SERIES 11 BRIDGED .................................................................................................................................. 13
NON-TECUMSEH CARBURETORS -- DELLORTO CARBURETOR ......................................................... 12
ENGINE TROUBLESHOOTING CHART ..................................................................................................... 13
CARBURETION TROUBLESHOOTING CHART ......................................................................................... 14
TESTING ...................................................................................................................................................... 15
SERVICE ..................................................................................................................................................... 15
CARBURETOR PRE-SETS AND ADJUSTMENTS ..................................................................................... 15
FINAL ADJUSTMENTS (NON-EMISSION ENGINES) ................................................................................. 16
NON-ADJUSTABLE CARBURETOR ........................................................................................................... 16
DISASSEMBLY PROCEDURE .................................................................................................................... 17
FLOAT STYLE CARBURETORS ................................................................................................................. 17
DIAPHRAGM CARBURETORS ................................................................................................................... 19
FLOAT ADJUSTING PROCEDURE ............................................................................................................. 19
INSPECTION ............................................................................................................................................... 20
ASSEMBLY .................................................................................................................................................. 21
STANDARD SERVICE CARBURETORS .................................................................................................... 24
CHAPTER 4 GOVERNORS AND LINKAGE ............................................................................................... 26
GENERAL INFORMATION .......................................................................................................................... 26
OPERATION ................................................................................................................................................ 26
INTERNAL COMPONENTS (VARIOUS STYLES) ....................................................................................... 26
TROUBLESHOOTING ................................................................................................................................. 26
ENGINE OVERSPEEDING .......................................................................................................................... 27
ENGINE SURGING ...................................................................................................................................... 27
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SERVICE ..................................................................................................................................................... 27
GOVERNOR ADJUSTMENT ....................................................................................................................... 27
GOVERNOR ADJUSTMENT PROCEDURE FOR SHORT BLOCK INSTALLATIONS ............................... 27
GOVERNOR GEAR AND SHAFT SERVICE ............................................................................................... 28
SPEED CONTROLS AND LINKAGE ........................................................................................................... 29
CHAPTER 5 REWIND STARTERS ............................................................................................................. 35
GENERAL INFORMATION .......................................................................................................................... 35
OPERATION ................................................................................................................................................ 35
COMPONENTS ............................................................................................................................................ 35
SERVICE ..................................................................................................................................................... 35
ROPE SERVICE .......................................................................................................................................... 35
RETAINER REPLACEMENT ....................................................................................................................... 36
STYLIZED REWIND STARTER (TVS, HM, TVM, TVXL), AND STAMPED STEEL STARTER
(HM, VM, TVM, TVXL) ............................................................................................................................. 36
STYLIZED REWIND STARTER WITH PLASTIC RETAINER ...................................................................... 37
STANDARD STAMPED STEEL AND CAST ALUMINUM STARTER (HM, VM) .......................................... 38
VERTICAL PULL STARTER HORIZONTAL ENGAGEMENT TYPE ........................................................... 39
VERTICAL PULL STARTER VERTICAL ENGAGEMENT TYPE ................................................................. 40
CHAPTER 6 ELECTRICAL SYSTEMS ..................................................................................................... 42
GENERAL INFORMATION .......................................................................................................................... 42
OPERATION ................................................................................................................................................ 42
STARTING CIRCUIT AND ELECTRIC STARTERS .................................................................................... 42
CHARGING CIRCUIT .................................................................................................................................. 42
CONVERTING ALTERNATING CURRENT TO DIRECT CURRENT .......................................................... 43
HALF WAVE RECTIFIER SINGLE DIODE .................................................................................................. 43
FULL WAVE RECTIFIER BRIDGE RECTIFIER ........................................................................................... 43
COMPONENTS ............................................................................................................................................ 43
BATTERY ..................................................................................................................................................... 43
WIRING ........................................................................................................................................................ 43
ELECTRICAL TERMS .................................................................................................................................. 44
BASIC CHECKS ........................................................................................................................................... 45
TROUBLESHOOTING ELECTRICAL STARTER CIRCUIT FLOW CHART ................................................ 46
TROUBLESHOOTING ELECTRICAL CHARGING CIRCUIT FLOW CHART .............................................. 47
TESTING PROCEDURE .............................................................................................................................. 48
STARTING CIRCUIT .................................................................................................................................... 48
CHARGING CIRCUIT .................................................................................................................................. 48
VOLTAGE REGULATIONS .......................................................................................................................... 56
LOW OIL SHUTDOWN SWITCHES ............................................................................................................ 56
SERVICE ..................................................................................................................................................... 57
12 VOLT OR 120 VOLT ELECTRIC STARTERS WITH EXPOSED SHAFT ............................................... 57
12 VOLT D.C. OR 120 VOLT A.C. ELECTRIC STARTERS WITH THE STARTER GEAR UNDER
THE CAP ASSEMBLY ............................................................................................................................. 57
INSPECTION ............................................................................................................................................... 58
CHAPTER 7 FLYWHEEL BRAKE SYSTEMS ............................................................................................. 59
GENERAL INFORMATION .......................................................................................................................... 59
OPERATION ................................................................................................................................................ 59
BOTTOM SURFACE SYSTEM .................................................................................................................... 59
INSIDE EDGE SYSTEM .............................................................................................................................. 60
COMPONENTS ............................................................................................................................................ 60
SERVICE ..................................................................................................................................................... 61
FLYWHEEL REMOVAL ............................................................................................................................... 61
BRAKE LEVER AND PAD ........................................................................................................................... 61
IGNITION GOUNDOUT TERMINAL ............................................................................................................ 61
STARTER INTERLOCK SWITCH ................................................................................................................ 62
CONTROL CABLE ....................................................................................................................................... 62
BRAKE BRACKET REPLACEMENT ........................................................................................................... 62
CHAPTER 8 IGNITION ................................................................................................................................ 63
GENERAL INFORMATION .......................................................................................................................... 63
OPERATION ................................................................................................................................................ 63
SOLID STATE IGNITION SYSTEM (CDI) .................................................................................................... 63
MAGNETO IGNITION SYSTEM (POINTS) .................................................................................................. 63 ii www.mymowerparts.com
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IDENTIFICATION OF TECUMSEH IGNITION SYSTEMS ........................................................................... 64
COMPONENTS ............................................................................................................................................ 64
IGNITION TROUBLESHOOTING ................................................................................................................ 66
TESTING PROCEDURE .............................................................................................................................. 67
SERVICE ..................................................................................................................................................... 68
SPARK PLUG SERVICE .............................................................................................................................. 68
CONDITIONS CAUSING FREQUENT SPARK PLUG FOULING ................................................................ 68
IGNITION TIMING PROCEDURE ................................................................................................................ 68
SERVICE TIPS ............................................................................................................................................. 71
CHAPTER 9 INTERNAL ENGINE AND CYLINDER ................................................................................... 72
GENERAL INFORMATION .......................................................................................................................... 72
OPERATION ................................................................................................................................................ 72
4-CYCLE ENGINE THEORY ....................................................................................................................... 72
LUBRICATION SYSTEMS ........................................................................................................................... 73
COUNTERBALANCE SYSTEMS ................................................................................................................. 73
COMPONENTS ............................................................................................................................................ 74
ENGINE OPERATION PROBLEMS ............................................................................................................. 75
TESTING ...................................................................................................................................................... 77
ENGINE KNOCKS ....................................................................................................................................... 77
ENGINE OVERHEATS ................................................................................................................................ 77
SURGES OR RUNS UNEVENLY ................................................................................................................ 77
ENGINE MISFIRES ...................................................................................................................................... 77
ENGINE VIBRATES EXCESSIVELY ........................................................................................................... 78
BREATHER PASSING OIL .......................................................................................................................... 78
EXCESSIVE OIL CONSUMPTION .............................................................................................................. 78
LACKS POWER ........................................................................................................................................... 78
SERVICE ..................................................................................................................................................... 79
DISASSEMBLY PROCEDURE .................................................................................................................... 79
CYLINDERS ................................................................................................................................................. 81
CYLINDER HEADS ...................................................................................................................................... 82
PISTONS, RINGS AND CONNECTING RODS ........................................................................................... 82
CRANKSHAFTS AND CAMSHAFTS ........................................................................................................... 84
VALVES ....................................................................................................................................................... 85
CRANKCASE BREATHERS ........................................................................................................................ 86
CYLINDER COVER, OIL SEAL, AND BEARING SERVICE ........................................................................ 87
CRANKSHAFT BEARING SERVICE ........................................................................................................... 88
COUNTERBALANCE SERVICE .................................................................................................................. 89
FLYWHEEL SERVICE ................................................................................................................................. 89
CHAPTER 10 ENGINE SPECIFICATIONS ................................................................................................. 90
FOUR CYCLE TORQUE SPECIFICATIONS ............................................................................................... 91
ENGINE SPECIFICATIONS STANDARD POINT IGNITION ....................................................................... 93
SOLID STATE AND EXTERNAL IGNITION ................................................................................................. 97
CHAPTER 11 EDUCATION MATERIALS AND TOOLS ........................................................................... 102
DECIMAL / FRACTION CONVERSIONS ................................................................................................... 105
SEARS CRAFTSMAN CROSS REFERENCE SUPPLEMENT INCLUDED IN BACK OF BOOK
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CHAPTER 1 GENERAL INFORMATION
ENGINE IDENTIFICATION
Tecumseh engine model, specification, and serial numbers or (date of manufacture, DOM) are stamped into the blower housing or located on a decal on the engine in locations as illustrated (diag. 1 & 2).
NOTE: On some LEV engines, a cover bezel must be removed to provide access to the identification decal
(diag. 1).
The engine identification decal also provides the applicable warranty code and oil recommendations (diag.
3).
Emissionized engines that meet the California Air
Resource Board (C.A.R.B.) or the Environmental
Protection Agency (E.P.A.) standards will include additional required engine information on the engine decal
(diag. 3).
COVER BEZEL
Ç
INTERPRETATION OF MODEL NUMBER
The first letter designation in a model number indicates basic type of engine.
V - Vertical Shaft
LAV - Lightweight Aluminum Vertical
VM - Vertical Medium Frame
TVM - Tecumseh Vertical (Medium Frame)
VH - Vertical Heavy Duty (Cast Iron)
TVS - Tecumseh Vertical Styled
TNT - Toro N’ Tecumseh
ECV - Exclusive Craftsman Vertical
TVXL - Tecumseh Vertical Extra Life
LEV - Low Emissions Vertical
H - Horizontal Shaft
HS - Horizontal Small Frame
HM - Horizontal Medium Frame
HHM - Horizontal Heavy Duty (Cast Iron) Medium Frame
HH - Horizontal Heavy Duty (Cast Iron)
ECH - Exclusive Craftsman Horizontal
HSK - Horizontal Snow King
HS50 67355H SER 4091D
MODEL AND
D.O.M. NUMBER
DECAL
LOCATED
UNDER COVER
(IF SO EQUIPPED)
PRESS IN AND LIFT
HERE TO RELEASE
COVER
1
2
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The number designations following the letters indicate the horsepower or cubic inch displacement.
The number following the model number is the specification number. The last three numbers of the specification number indicate a variation to the basic engine specification.
The serial number or D.O.M. indicates the production date.
Using model LEV115-57010B, serial 8105C as an example, interpretation is as follows:
LEV115-57010B is the model and specification number
LEV
115
Low Emissions Vertical
Indicates a 11.5 cubic inch displacement
57010B
is the specification number used for properly identifying the parts of the engine
8105C
is the serial number or D.O.M. (Date of
Manufacture)
8
105
first digit is the year of manufacture (1998) indicates calendar day of that year (105th day or April 15, 1998)
C
represents the line and shift on which the engine was built at the factory.
Engine Family: Engine Tracking Information
FUEL REGULAR UNLEADED
OIL, SAE 30 (BELOW 32 o
F SAE 5W30)
LEV115 57010B (D)
STP185U1G1RA
8105C
THIS ENGINE MEETS 1995-1998
CALIF. EMISSION REGULATOR FOR
ULGE ENGINES AS APPLICBLE
FUEL: REGULAR UNLEADED OIL: USE SEA30
LEV115 57010B (D)
STP185U1G1RA
8105C
3
SHORT BLOCKS
New short blocks are identified by a tag marked S.B.H.
(Short Block Horizontal) or S.B.V. (Short Block Vertical).
Original model identification numbers of an engine should always be transferred to a new short block for correct parts identification (diag. 4).
THIS SYMBOL POINTS OUT IMPORTANT
SAFETY INSTRUCTIONS WHICH IF NOT
FOLLOWED COULD ENDANGER THE
PERSONAL SAFETY OF YOURSELF AND
OTHERS. FOLLOW ALL INSTRUCTIONS.
SHORT BLOCK IDENTIFICATION TAG
SBV OR SBH IDENTIFICATION NUMBER
SBV-2316
SER 4291
SERIAL NUMBER
4
FUEL
Tecumseh strongly recommends the use of fresh clean unleaded regular gasoline in all engines. Unleaded gasoline burns cleaner, extends engine life and promotes better starting by reducing build-up of combustion chamber deposits.
REFORMULATED AND OXYGENATED FUELS
Reformulated fuels containing no more than 10% Ethanol, 15% MTBE, 15% ETBE or premium gasoline can be used if unleaded regular gasoline is not available. Leaded fuel may be used in countries where unleaded fuel is not available.
NEVER USE FUEL CONTAINING METHANOL.
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ENGINE OIL
Use a clean, high quality detergent oil. Be sure original container is marked: A.P.I. service SF thru SJ. The use of multigrade oil may increase oil consumption under high temperature, high load applications.
NOTE: DO NOT USE SAE10W40 OIL.
For summer (above 32°F, 0 o
C) use SAE 30 oil part # 730225 (1 quart, .946 liter container) in high temperature, high load applications.
S.A.E.10W30 is an acceptable substitute.
For winter (below 32°F, 0 o
C) use S.A.E. 5W30 oil part # 730226 (1 quart, .946 liter container)
S.A.E.10W is an acceptable substitute.
S.A.E. 0W30 should only be used when ambient temperature is below 0 o F, -18 o C.
CAPACITIES:
Engine Model
LAV30-50, TVS75-120, LEV80-120
ECV100-120, TNT100-120
V & VH50, 60, 70
TVM 125, 140
TVM & TVXL 170, 195, 220
VM70, 80, 100
VH100
H & HSK30, 35, HS & HSSK40, 50
H, HH & HSK50, 60, 70
HM & HMSK70, 80, 100
Oz.
21
21
27
27
32
32
50
21
19
26
mL.
630
630
810
810
960
960
1500
630
570
720
Vantage
Prisma
Synergy
Synergy "55"
Spectra
Futura
Centura
HTL
BVS
BH Series
EUROPA MODELS
Oz.
21
21
21
27
21
21
Geo Tech Series 35-50
21
21
21
21
21
mL.
630
630
630
810
630
630
630
630
630
630
630
Oil Change Intervals. Change the oil after the first two (2) hours of operation and every 25 hours thereafter, or more
often if operated under dusty or dirty conditions, extreme temperature, or high load conditions.
Oil Check. Check the oil each time the equipment is used or every 5 hours. Position the equipment so the engine is
level when checking the oil.
CAUTION: REMOVE THE SPARK PLUG WIRE BEFORE DOING ANY SERVICE WORK ON THE ENGINE.
Oil Change Procedure: Locate the oil drain plug. On some units this plug is located below the deck through the
bottom of the mounting flange. Other units drain at the base of the engine above the deck or frame. If access to the drain plug is restricted by the equipment it may be necessary to drain the oil by tipping the mower in a position that would allow the oil to drain out of the fill tube.
On units that the drain plug is accessible, remove the plug and allow the oil to drain into a proper receptacle. Always make sure that drain oil is disposed of properly.
Once the oil is drained, reinstall the plug and fill the engine with new oil to the proper capacity.
TUNE-UP PROCEDURE.
The following is a minor tune-up procedure. When this procedure is completed, the engine should operate properly.
Further repairs may be necessary if the engine's performance remains poor.
CAUTION: REMOVE THE SPARK PLUG WIRE BEFORE DOING ANY SERVICE WORK ON THE ENGINE.
1. Service or replace the air cleaner as needed.
2. Inspect the level and condition of the oil and change or add oil as required.
3. Remove the blower housing and clean all dirt, grass or debris from the intake screen, cylinder head, cylinder cooling fins, carburetor, governor levers and linkage.
4. Make sure the fuel tank, fuel filter and fuel line are clean. Replace any worn or damaged governor springs or linkage. Make the proper governor adjustments and carburetor presets where required.
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5. When replacing the spark plug, consult the parts breakdown for the proper spark plug to be used in the engine being serviced. Set the spark plug gap to .030" (.762 mm) and install the spark plug in the engine. Tighten the spark plug to 15 foot pounds of torque (20.4 Nm). If a torque wrench isn’t available, screw the spark plug in as far as possible by hand, and use a spark plug wrench to turn the spark plug 1/8 to 1/4 turn further if using the old spark plug, or 1/2 turn further if using a new spark plug.
6. Make sure all ignition wires are free of abrasions or breaks and are properly routed so they will not rub on the flywheel.
7. Properly reinstall the blower housing, gas tank, fuel line and air cleaner assembly if removed.
8. Make sure all remote cables are properly adjusted for proper operation. See chapter 4 under "Speed Controls and
Linkage".
9. Reinstall the spark plug wire, add fuel and oil as necessary, and start the engine.
STORAGE:
(IF THE ENGINE IS TO BE UNUSED FOR 30 DAYS OR MORE)
CAUTION: NEVER STORE THE ENGINE WITH FUEL IN THE TANK INDOORS , IN ENCLOSED POORLY
VENTILATED AREAS WHERE FUEL FUMES MAY REACH AN OPEN FLAME, SPARK OR PILOT LIGHT
AS ON A FURNACE, WATER HEATER, CLOTHES DRYER OR OTHER GAS APPLIANCE.
Gasoline can become stale in less than 30 days and form deposits that can impede proper fuel flow and engine operation. To prevent deposits from forming, all gasoline must be removed from the fuel tank and the carburetor. An acceptable alternative to removing all gasoline is adding a fuel stabilizer to the gasoline. Fuel stabilizer (such as
Tecumseh's Part No. 730245) is added to the fuel tank or storage container. Always follow the mix ratio found on the stabilizer container. Run the engine at least 10 minutes after adding the stabilizer to allow it to reach the carburetor.
CAUTION: THE USE OF SOME ANTI-ICING ADDITIVES MAY CREATE A METHANOL FUEL BLEND. DO
NOT USE ADDITIVES THAT CONTAIN METHANOL. FUEL CONDITIONERS THAT CONTAIN ISOPROPYL
ALCOHOL IS RECOMMENDED.
Draining the Fuel System:
CAUTION: DRAIN THE FUEL INTO AN APPROVED CONTAINER OUTDOORS, AND AWAY FROM ANY
OPEN FLAME OR COMBUSTION SOURCE. BE SURE THE ENGINE IS COOL.
1. Remove all gasoline from the fuel tank by running the engine until the engine stops, or by draining the fuel tank by removing the fuel line at the carburetor or fuel tank. Be careful not to damage the fuel line, fittings, or fuel tank.
2. Drain the carburetor by pressing upward on the bowl drain (if equipped) which is located on the bottom of the carburetor bowl. On carburetors without a bowl drain, the carburetor may be drained by loosening the bowl nut on the bottom carburetor one full turn. Allow to completely drain and retighten the bowl nut being careful not to damage the bowl gasket when tightening.
3. If "Gasohol" has been used, complete the above procedure and then put one half pint of unleaded gasoline into the fuel tank and repeat the above procedure. If Gasohol is allowed to remain in the fuel system during storage, the alcohol content will cause rubber gaskets and seals to deteriorate.
Change Oil: If the oil has not been changed recently, this is a good time to do it.
Oil Cylinder Bore:
1.
Disconnect the spark plug wire and ground the wire to the engine. Remove the spark plug and put 1/2 ounce
(14 ml) of clean engine oil into the spark plug hole.
2.
Cover the spark plug hole with a shop towel.
3.
Crank the engine over slowly several times.
CAUTION: AVOID SPRAY FROM SPARK PLUG HOLE WHEN SLOWLY CRANKING ENGINE OVER.
4.
Install the spark plug and connect the spark plug wire.
Clean Engine: Remove the blower housing and clean all dirt, grass or debris from the intake screen, cylinder head,
cylinder cooling fins, carburetor, governor levers and linkage.
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CHAPTER 2 AIR CLEANERS
GENERAL INFORMATION
The air cleaner is the device used to eliminate dust and dirt from the air supply. Filtered air is necessary to assure that abrasive particles are removed before entering the carburetor and combustion chamber. Dirt allowed into the engine will quickly wear the internal components and shorten the life of the engine.
Tecumseh engines use either a polyurethane or a papertype air filter system. A polyurethane pre-cleaner or a flocked screen may be used in conjunction with the main filter.
Snow King
®
engines do not use an air filter.
Extremely dirty conditions may require more frequent filter cleaning or replacement.
OPERATION
The outer cover encapsulates the air filter element(s) and prevents large particles from entering the filter box. Air is filtered through the pre-cleaner or flocked screen (if equipped) and the polyurethane or paper filter element. Pre-cleaners or flocked screens provide additional air cleaning capacity.
In Tecumseh's Kleen Aire
®
system, air is drawn in through a rotating screen or recoil cover to be centrifugally cleaned by the flywheel before the air is drawn into the air filter.
COMPONENTS
(diag 1 & 2)
The cover holds the filter element and prevents large debris from entering the filter element.
The polyurethane wrap pre-filter is used on XL or XL/C engine models with paper filter elements.
The paper or polyurethane filter element is the main filter to trap dust and dirt. Dry-type paper elements have treated paper folded for increased surface area and rubberlike sealing edges. The polyurethane filter uses an oil film to trap fine particles found in dust.
The flocked screen is used as an additional filter on XL or
XL/C engine models that use a polyurethane filter element.
COVER
TROUBLESHOOTING OR TESTING
If the engine's performance is unsatisfactory (needs excessive carburetor adjustments, starts smoking abnormally, loses power), the first engine component to be checked is the air cleaner. A dirt restricted or an oil soaked element will cause noticeable performance problems. A polyurethane element may be cleaned following the service procedure listed under "Service" in this chapter. A papertype air filter should only be replaced. A paper-type element cannot have an oil film present on the paper. Follow the procedure listed in the "Service" section of this chapter for replacement. Re-try the engine after filter replacement or service. If the problem persists after filter service, see
Chapter 9 under "Engine Operation Problems" for additional causes.
AIR CLEANER
BODY
COVER
POLYURETHANE
WRAP
SEALING NUTS
PAPER
ELEMENT
AIR CLEANER
BODY
FOAM
ELEMENT
FLOCKED SCREEN
1
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SERVICE
Service on the polyurethane element (cleaning and oiling) is recommended every three months or every twenty five operating hours, whichever comes first. Extremely dirty or dusty conditions may require daily cleanings.
The paper filter element should be replaced at least once a year or more frequently if operated in dusty or dirty conditions.
NOTE: NEVER RUN THE ENGINE WITHOUT THE COMPLETE AIR CLEANER ASSEMBLY INSTALLED ON THE
ENGINE. ALWAYS REPLACE THE FILTER ELEMENT WITH THE PROPER TECUMSEH ORIGINAL REPLACEMENT
PART.
DISASSEMBLY PROCEDURE
1. Unlock the tabs or remove the screws, wingnuts or snaps holding the air cleaner cover in place.
2. Remove the hex nuts holding the element down if equipped. New nuts are supplied with a new filter and
MUST be used for proper sealing.
3. Clean the excess contaminants out of the air cleaner body before removing the old element.
4. Remove the old element and the polyurethane precleaner if equipped.
5. On air cleaners that use a flocked screen under the polyurethane element, remove the air cleaner assembly from the carburetor before removing the flocked screen.
This prevents dirt from entering the carburetor (diag 3).
6. Clean the inside of the cover and body, remove the old gasket between the carburetor and the air cleaner assembly.
7. Reinstall the air cleaner assembly using a new gasket.
8. Use the reverse procedure for reassembly. When installing the foam polyurethane pre-cleaner, make sure the seam is installed to the outside to prevent gaps between the paper element and the pre-cleaner.
1/2" (12.7 mm)
FOAM
WITH FLOCKED
SCREEN
ATTACHED
AIR CLEANER
BODY
FOAM
ELEMENT
3
POLYURETHANE-TYPE FILTER ELEMENT
This type of air filter can be serviced when restricted with dust or dirt. Wash the filter or pre-cleaner in a liquid detergent and water solution until all the dirt is removed. Rinse in clear water to remove the detergent solution. Squeeze the element (do not twist) to remove the excess water. Wrap the element in a clean cloth and squeeze it (do not twist) until completely dry.
Re-oil the element by applying engine oil and squeezing it vigorously to distribute the oil. Roll the element in a cloth and squeeze it (do not twist) to remove the excess oil.
Clean the air cleaner housing and cover being careful not to allow dirt to fall into the carburetor or intake pipe.
PAPER -TYPE FILTER ELEMENT
Paper type air filter elements can only be serviced by replacement. Do not attempt to clean a paper filter element.
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CHAPTER 3 CARBURETORS AND FUEL SYSTEMS
GENERAL INFORMATION
Tecumseh uses two basic types of carburetors, float and diaphragm type carburetors. Float type carburetors use a hollow float to maintain the operating level of fuel in the carburetor. Diaphragm type carburetors use a rubber-like diaphragm.
One side is exposed to intake manifold pressure and the other side to atmospheric pressure. The diaphragm provides the same basic function (maintaining the proper fuel level in the carburetor) as the float.
An advantage of the diaphragm carburetor over the float style is that the diaphragm carburetor will allow the engine to operate at a greater degree of tiltability.
Tecumseh carburetors are identified by a manufacturing number and date code stamped on the carburetor as illustrated
(diag. 1).
When servicing carburetors, use the engine model and specification number to obtain the correct carburetor part number. An alternate method of finding the correct carburetor part number is to use the manufacturing number stamped on the carburetor and convert this number to a part number. In the carburetor section of the Master Parts
Manual, Microfiche Catalog or computer parts look-up system, a cross reference chart will convert a carburetor manufacturing number to a Tecumseh part number.
Complete carburetor replacement may be accomplished with a standard service carburetor. A standard service carburetor is a basic carburetor that may require the use of original carburetor parts or additional new parts to adapt to the specification. An instruction sheet is provided with the new service carburetor or see “SERVICE” in this chapter.
ALTERNATE LOCATION
FOR MANUFACTURING
NUMBER
89
4F
5
89 4F5
MANUFACTURING
NUMBER
CARBURETOR
DATE CODE
1
CAUTION: DRAIN THE FUEL INTO AN APPROVED CONTAINER OUTDOORS, AND AWAY FROM ANY OPEN
FLAME OR COMBUSTION SOURCE. BE SURE THE ENGINE IS COOL.
NOTE: Todays fuels can cause many problems in an engines performance, due to the fuels quality and short shelf life.
Always check fuel as a primary cause of engine performance.
1.
Remove the air filter, heater box, or air cleaner assembly if applicable to visually check that the choke shutter completely closes or check to see if fuel comes out of the main nozzle during priming.
2.
If the fuel flow from the tank is adequate and no fuel is evident during priming, the carburetor will need to be removed for service. See “Service” in this chapter or consult the “Carburetion Troubleshooting” chart to diagnose carburetor symptoms. Improper fuel flow indicates the fuel, fuel line, filter or tank require cleaning or replacement.
3.
Check the engine compression using a commercially available compression tester and follow the tester’s recommended procedure. Low compression, a dry spark plug, adequate fuel flow, and a known good functional carburetor indicates an internal engine problem exists. See under “Troubleshooting.”
4.
A wet spark plug indicates fuel is being supplied by the carburetor. The engine may be flooded by a restricted air filter, carbon shorted or defective spark plug, excessive choking or over priming, improperly adjusted or defective carburetor. With the spark plug removed and a shop towel over the spark plug hole, turn the engine over slowly 3 or 4 times to remove excess gasoline from the engine cylinder.
CAUTION: KEEP ALL COMBUSTIVE SOURCES AWAY. AVOID THE SPRAY FROM THE SPARK PLUG
HOLE WHEN CRANKING THE ENGINE OVER.
5.
Replace the air filter if restricted or oil soaked. Replace the spark plug if questionable. Install the spark plug and high tension lead and try to start the engine.
6.
If the engine floods and fails to start, the carburetor will require service. See the proceeding “Carburetion
Troubleshooting” chart for additional causes. If the carburetor is functioning properly the problem may be ignition timing related. See “Troubleshooting" under "Ignition”.
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OPERATION
In the “CHOKE” or “START” position, the choke shutter is closed and the only air entering the engine enters through openings around the shutter. As the engine starts to rotate, downward piston travel creates a low air pressure area (or vacuum) above the piston. Higher pressure (atmospheric) air rushes into the engine and fills this low pressure area. Since the majority of the air passage is blocked by the choke shutter, a relatively small quantity of air enters the carburetor at an increased speed. The main nozzle and both idle fuel discharge ports are supplying fuel due to the low air pressure in the engine intake. Maximum fuel flow through the carburetor orifices combined with the reduced quantity of air that passes through the carburetor, make a very rich fuel mixture which is needed to start a cold engine.
At engine IDLE speed, a relatively small amount of fuel is required to operate the engine. The throttle is almost completely closed. Fuel is supplied through the primary idle-fuel discharge orifice.
NOTE: Dual system carburetors do not have an idle circuit.
During INTERMEDIATE engine operation, a second orifice is uncovered as the throttle shutter opens, and more fuel is allowed to mix with the air flowing into the engine.
During HIGH SPEED engine operation, the throttle shutter is fully opened. Air flows through the carburetor at high speed.
The venturi, which decreases the size of the air passage through the carburetor, further accelerates the air flow. This high speed movement of the air decreases the air pressure at the main nozzle opening. Fuel is forced out the main nozzle opening due to the difference in the air pressure on the fuel in the carburetor bowl and the reduced air pressure at the main nozzle opening.
For the fuel to flow, the carburetor bowl must be either vented externally or internally. Some internally vented float style carburetors use a tygon tube and a vent within the air intake. This tube must be present for the carburetor to operate properly (diag. 2).
Air is bled into the main nozzle and through the air bleed located in the air horn. This mixes the fuel and air prior to the fuel leaving the main nozzle. Atomization occurs as the fuel mixture contacts the fast moving air stream. This mist then flows into the intake of the engine.
TYGON TUBE
LOCATION
FUEL PRIMERS
2
Primers may be mounted remotely or as an integral part of the carburetor. The basic function of the primer is to supply a charge of air to the carburetor main well, or carburetor bowl. On diaphragm carburetors it displaces fuel directly into the carburetor venturi. This displaced fuel provides a rich mixture necessary for engines to start easily on the first or second attempt (diag. 3 & 4).
Primers must be vented either internally (a passage in the carburetor air horn prior to the venturi) or externally (through a hole in the primer bulb). The vent allows air to fill the primer bulb after the primer bulb is released. On diaphragm carburetors a one way valve in the body prevents the fuel from being forced back into the fuel tank.
Two different methods are used to prime float style carburetors, leg prime and bowl prime. The leg prime system is used only on the dual system carburetor. Air is forced into the center leg of the carburetor, which then forces an enriched mixture of fuel up the main nozzle. The bowl prime method is used on Series 6, 8, 9 and 10 carburetors and is distinguished by a stepped or hour glass shaped primer bulb. A good seal of the primer bulbs center lip is critical to assure that a full charge of air reaches the bowl.
Also critical is a tight seal around the float bowl.
NOTE: Never re-use a bowl gasket.
PRIMER BULB
PRIMER BULB
BOWL PRIME
3
MAIN NOZZLE
EMULSION
TUBE
MAIN JET
4
5
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IMPULSE FUEL PUMPS
Impulse fuel pumps may either be mounted externally onto the carburetor fuel inlet or remotely mounted. These pumps are connected in the fuel line between the fuel supply and the carburetor or directly to the fuel inlet.
Impulse fuel pumps are operated by crankcase impulses created by the up and down movement of the piston. A hose called a pulse line connects the fuel pump diaphragm chamber to the crankcase and transmits these impulses to the pump diaphragm. The impulses actuate the diaphragm and flap valves to lift the fuel from the fuel tank to the carburetor (diag. 6).
6
IDLE AND
PROGRESSION
HOLES
IDLE AIR
BLEED
MAIN AIR
BLEED
FLOAT STYLE CARBURETORS
A float is used to maintain the operating volume of fuel in the carburetor bowl. As the fuel is used by the engine, the fuel volume in the carburetor bowl drops and the float moves downward. This allows the inlet needle valve to move off the sealing seat. Fuel flows by gravity or a pulse pump into the fuel bowl. As the fuel volume in the bowl again rises, it raises the float. This upward float motion moves the inlet needle valve to the closed position. When the needle contacts the seat, the fuel flow is stopped. The tapered end of the inlet needle varies the fuel flow rate so that the fuel volume in the carburetor bowl will remain constant (diag.
7). The float height is set according to the service procedure.
THROTTLE
SHUTTER
IDLE
ADJUSTMENT
CHOKE
SHUTTER
INLET NEEDLE
AND SEAT
MAIN NOZZLE
EMULSION
TUBE
FLOAT
MAIN
ADJUSTMENT
7
DIAPHRAGM (PRESSURE DIFFERENTIAL)
CARBURETORS
This type of carburetor uses a rubber-like diaphragm which is exposed to intake manifold pressure on one side and to atmospheric pressure on the other. Tecumseh diaphragm carburetors use the diaphragm as a metering device. As the intake manifold pressure decreases due to downward piston travel, the atmospheric pressure on the vented side of the diaphragm moves the diaphragm against the inlet needle. The diaphragm movement overcomes the spring tension on the inlet needle and moves the inlet needle off the seat. This permits the fuel to flow through the inlet valve to maintain the correct fuel volume in the fuel chamber.
The inlet needle return spring closes the inlet valve when the pressure on the diaphragm equalizes or a pressure higher than atmospheric exists on the intake side (upward piston travel). The diaphragm meters a correct fuel volume in the fuel chamber to be delivered to the mixing passages and discharge ports (diag. 8).
A main or idle adjustment needle may be replaced by an internally fixed jet on some models.
The main nozzle contains a ball check valve. The main purpose of this ball check is to eliminate air being drawn down the main nozzle during idle speeds and leaning the idle mixture.
An advantage of the diaphragm carburetor over the float system is that the diaphragm carburetor increases the angle that the engine may be operated at.
THROTTLE
SHUTTER
IDLE
ADJUSTMENT
MAIN
ADJUSTMENT
CHECK BALL
DIAPHRAGM
CHOKE
SHUTTER
NEEDLE AND
SEAT ASSEMBLY
8
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COMPONENTS
Loosen screw until it just clears throttle lever, then turn screw in 1 turn.
IDLE SPEED ADJUSTMENT SCREW
THROTTLE SHAFT AND LEVER
Place detent reference mark to proper location.
DETENT REFERENCE MARK
ON THROTTLE SHUTTER
THROTTLE SHUTTER
Check spring for return action and binding.
THROTTLE SHAFT
RETURN SPRING
CHOKE SHAFT AND LEVER
CHOKE SHUTTER
Check shaft for binding. Position shutter opening towards inlet fitting side or air horn.
MAIN NOZZLE
Blow air through passage.
*INLET
FITTING
SCREEN
Part of inlet fitting. If fuel is restricted, clean or replace fitting.
*INLET
FITTING
Bulb primer models have Viton* one way valve, in or behind fitting.
Remove welch plug and blow air through air passages.
IDLE
IDLE PROGRESSION
HOLE
IDLE AIR BLEED
*INLET SEAT
GASKET
Remove and replace.
Remove adjustment screw. To adjust
20° slant engines, the engine must be mounted in its normal 20° slant position.
*IDLE MIXTURE
ADJUSTMENT
SCREW AND "O"
RING (If Present)
*MAIN MIXTURE
ADJUSTMENT
SCREW AND "O"
RING (If Present)
*INLET NEEDLE
SEAT AND
SPRING
ASSEMBLY
Proper installation of assembly is important.
*DIAPHRAGM GASKET
*DIAPHRAGM
Gasket and diaphragm sequence may be reversed on some models. Head of rivet must touch inlet needle. Rivet is hooked into inlet needle control lever on some models.
Check ball is not serviceable on some models.
WELCH PLUG (If Present)
*MAIN NOZZLE CHECK BALL (If Present)
*NON METALLIC ITEMS - CAN BE DAMAGED
BY HARSH CARBURETOR CLEANERS
ATMOSPHERIC VENT HOLE
Hole must be clean. On models with bulb primer, vent hole is very small and is located off center.
9
Blow air through passage.
IDLE AND INTERMEDIATE
AIR BLEED
Check shaft for looseness or binding.
Shutter must be positioned with detent reference marks on top parallel with shaft and to the right or 3 o'clock position.
THROTTLE SHAFT AND LEVER
THROTTLE SHUTTER
DETENT
REFERENCE MARK
IDLE SPEED ADJUSTMENT
Loosen screw until it just clears throttle lever, then turn screw in one turn.
MAIN NOZZLE
(EMULSION TUBE)
Removable on emission carbs. nonmetallic only.
CHOKE SHAFT
AND LEVER
Check shaft for binding position opening to bottom of air horn.
CHOKE PLATE
Check spring for return action and binding.
THROTTLE SHAFT
RETURN SPRING
HIGH SPEED
AIR BLEED
Blow air through passage. Do not remove restrictor if present.
IDLE AND INTERMEDIATE
ORIFICES
Remove idle adjustment screw. Check needle tip and condition of "O" ring.
Remove welch plug and blow out all passages.
IDLE AND INTERMEDIATE
FUEL CHAMBER (COVERED
WITH WELCH PLUG)
IDLE AND INTERMEDIATE
FUEL MIXTURE PASSAGE
*IDLE ADJUSTMENT SCREW
AND "O" RING
INLET
FITTING
*INLET NEEDLE
AND SEAT
Proper installation is important.
ATMOSPHERIC VENT
SOFT BAFFLE PLUG
IDLE AND INTERMEDIATE
FUEL TRANSFER PASSAGE
NOTE: On models which have metering rods, do not install idle adjustment screw with carburetors upside down, as pin will obstruct movement of adjustment screw causing damage
METERING ROD OR PIN IN
FUEL TRANSFER PASSAGE
BALL PLUG
CUP PLUG
IDLE AND INTERMEDIATE
FUEL TRANSFER PASSAGE
(DO NOT REMOVE)
IDLE AND MAIN FUEL PICK UP ORFICE
*NON METALLIC ITEMS - CAN BE DAMAGED
BY HARSH CARBURETOR CLEANERS
10
FLOAT
SHAFT
*FLOAT BOWL
GASKET
INLET
NEEDLE CLIP
(If Present)
Replace.
Must hook over float tab.
IDLE FUEL TRANSFER PASSAGE
AND ANNULAR GROOVE
FLOAT
FLOAT BOWL
Check float for leaks or dents. Clean bowl and adjust float level position gasket or gaskets.
*GASKET
If the carburetor is used on a 20° slant engine, the engine must be in its normal
20° slanted position for adjustment.
NUT AND MAIN ADJUSTMENT SEAT
*MAIN ADJUSTMENT SCREW AND
"O" RING SEAL
Check needle for damage and "O" ring for cracks. Clean all passages in nut with compressed air.
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CARBURETOR IDENTIFICATION
Tecumseh has a variety of carburetors. To help identify these carburetors here are some simple procedures to follow.
DUAL SYSTEM CARBURETORS
The easiest way to identify the dual system carburetor is by the presence of a large primer bulb located on the side of the carburetor. The absence of adjustment needles help to identify the carb as well. The dual system carburetor is used on 4-cycle vertical crankshaft rotary mower engines.
(diag. 11).
11
SERIES 1 CARBURETORS
Series 1 carburetors come in a variety of styles. They are used on both 2 and 4 cycle vertical and horizontal shaft engines in the 2 through 7 h.p. range. It is a float style carburetor with a smaller venturi than the Series 3 and 4 carburetors. Some will have an adjustable idle and main and others will have a fixed main with an adjustable idle.
There are also some fixed speed applications that will only have a fixed main system and the idle system will not be drilled. (diag. 12).
NOTE: Emissionized carburetors will have a fixed jet.
12
SERIES 3 & SERIES 4 CARBURETORS
Series 3 and 4 carburetors are generally used on 8 through
12.5 horsepower 4-cycle engines. The venturi size of these carburetors are larger than Series 1 and Dual System
Carburetors. The quickest way to identify these carburetors is by the presence of bosses on each side of the idle mixture screw. To identify the Series 3 from a Series 4, view the carburetor from the throttle end. The Series 3 has (1) screw securing the throttle plate and the Series 4 uses (2) screws.
(diag. 13 - 15)
BOSSES
13
SERIES 4
15
SERIES 3
14
DIAPHRAGM CARBURETORS
The diaphragm carburetors are unique. These carburetors can be operated at a more severe angle than float style carburetors. They still require that the fuel supply be located in a position that allows it to be gravity fed. Its most distinctive feature is the lack of a fuel bowl. (diag. 16).
NOTE: Emissionized carburetors will have a fixed jet.
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SERIES 6 CARBURETORS 4-CYCLE
Series 6 carburetors are used on 2 and 4-cycle engines.
They have a larger venturi than the dual system carburetor and use a simple fixed idle system. Series 6 carburetors used on both vertical and horizontal applications are nonadjustable. The 4 cycle version pictured has a stepped primer bulb. (diag. 17).
17
SERIES 8
The Series 8 carburetor has both a fixed main and idle circuit. The fixed idle system uses a restricted jet that meters the fuel. The idle restrictor jet will be capped to prevent access unless removed. The fixed main jet is part of the bowl nut. A ball plug is visible from the bottom, which seals the metering passage. This carburetor also has a serviceable main nozzle emulsion tube. It also has a stepped primer bulb to assist in starting. (diag. 18)
SERIES 9
The Series 9 carburetor uses the same body as the Series
8 but has a simple fixed idle system, identical to the one used on the Series 6 carburetor. It has the idle discharge port located at the 7 o'clock position on the throttle end of the carburetor. Identify this carburetor by the stepped primer bulb, the presence of a non-drilled idle mixing well and a serviceable main nozzle emulsion tube. (diag. 19)
SERIES 10 (EMISSION)
The Series 10 carburetor is identical to the Series 8 carburetor with the addition of a choke to assist in cold weather starts. It also has a fixed idle and main. The idle restrictor jet is capped to prevent access unless the cap is removed. The fixed main jet is part of the bowl nut. A ball plug is visible from the bottom, which seals the metering passage. This carburetor also has a serviceable main nozzle emulsion tube and a stepped primer bulb to assist in starting. (diag. 20)
SERIES 11
The Series 11 carburetor is used on most LEV model engines. This carburetor contains a patented autoenrichment system for improved starting and performance of a cold engine. The system contains a fuel well that is filled as part of the priming procedure and emptied as the engine runs in the first minute. This added fuel provides smooth operation of today’s emission grade engines. The carburetor can be identified externally by the BLACK colored restrictor cap (diag. 21). Internally the standard
Series 11 is identified by the plugged passage as shown.
GREY
CAPPED FIXED
JET
MIXING WELL
CAST BUT NOT
MACHINED
IDLE JET
CAST BUT NOT
MACHINED
BLACK CAP
18
19
20
HOLE PLUGGED
21
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SERIES 11 BRIDGED
Externally this carburetor looks identical to the standard series 11 with the black restrictor cap. The difference is internal through the addition of a second idle feed passage with a restrictor as shown. This extra passage improves run quality during light load engine operation (diag. 22).
BLACK CAP
ADDED
RESTRICTOR
22
NON-TECUMSEH CARBURETORS
DELLORTO CARBURETOR
The Dellorto carburetor is similar to the dual system carburetor. It has no adjustments and has a primer assist start. It has a noncorrosive float and the needle is viton tipped, eliminating the viton seat found in the dual system carburetor. The angle of the fuel inlet is adjustable and attached to the carburetor body with a banjo bolt. This carburetor is used on some TVS rotary lawnmower engines.
23
ENGINE
TROUBLESHOOTING
Engine Will Not Start
Check For Spark
Wet Dry
Check If Spark Plug Is Wet or Dry
Defective Spark Plug
Restricted Air Filter
Improper or Stale Fuel
Sheared or Partially Sheared
Flywheel Key
Carburetion Problems Due to
Flooding, Over Priming, etc.
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Check Fuel Supply and Fuel
Cap Vent
Restriction in Fuel System
(filter, screen)
Carburetion Problem
Poor Compression
13
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START
CARBURETION
TROUBLESHOOTING
IDLE ACCELERATE HIGH SPEED
AIR SYSTEM
PROBLEMS
Plugged Air Filter
Leaky Carburetor
Gasket
Hard
Starting
Á
Fuel Leak at
Carburetor
Engine
Floods
Throttle or Choke
Shafts Worn
Á
Will Not
Idle
Á
Á
Á
Choke Not
Functioning
Properly
Á
Rich Idle
Á
Idles with
Needle
Closed
Hunts -
Erratic
Idle
Idles
Fast -
Lean
Á Á
Á Á
Plugged
Atmospheric Vent
Air Bleed
Restricted
Á
Á Á
Á
Á Á Á
Á Á Damaged or
Leaky "O" Rings
DIAPHRAGM
SYSTEM
PROBLEM
Damaged
Diaphragm
Á Á Á
Á Á
Á
Stuck or Dirty Ball
Check
Diaphragm
Upside Down
FUEL SYSTEM
PROBLEM
Plugged Tank
Filter or Vent
Fuel Pick-up
Restricted
Á
Á
Á
Idle Port
Restricted
Damaged
Adjustment
Needles
Á
Á
Á
Á
Á Á
Á
Á
Á
Incorrect Float
Height
Á
Á
Main Nozzle
Restricted
Dirty, Stuck
Needle and Seat
Fuel Inlet Plugged
Á
Á
Á
Á
Á
Á
Á
14
Will Not
Accelerate
Over Rich
Acceleration
Á Á
Hesitates
Á
Will
Not
Run at
High
Speed
Low
Power
Á Á
Hunts at
High
Speed
Á Á
Runs with
Needle
Closed
Engine
Overspeeds
Á
Á
Á
Á
Á
Á
Á
Á Á
Á
Á
Á
Á
Á
Á Á
Á Á
Á
Á Á
Á
Á
Á
Á
Á
Á
Á
Á
Á Á Á Á
Á
Á
Á
Á
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TESTING
1.
After repeated efforts to start the engine using the procedure listed in the operator’s manual fail, check for spark by removing the high tension lead and the spark plug. Install a commercially available spark plug tester and check for spark. If spark is evident and acceptable, proceed to step 2. If no or weak spark, see Chapter 8 under "Testing".
2.
Visually inspect the spark plug for a wet condition indicating the presence of gasoline in the cylinder.
3.
If the spark plug is dry, check for restrictions in the fuel system before the carburetor. If the spark plug is wet, continue with step # 7. Check to see if the fuel cap vent is open. With a proper draining receptacle, remove the fuel line clamp on the carburetor fuel inlet and pull the fuel line off the fitting to examine the fuel flow and fuel condition.
4.
Remove the air cleaner element or air cleaner assembly to visually check that the choke shutter completely closes or check to see if fuel comes out from the main nozzle during priming.
5.
If the fuel flow is adequate and no fuel is evident during priming, the carburetor will need to be removed for service. See
“Service” in this chapter or consult the “Carburetion Troubleshooting” chart if other problems exist. Improper fuel flow indicates the fuel, fuel line, filter or tank require cleaning or replacement.
6.
Check the engine compression using a commercially available compression tester and follow the tester’s recommended procedure. Low compression, a dry spark plug, adequate fuel flow, and a known good functional carburetor indicates an internal engine problem exists. See Chapter 9 under “Engine Operation Problems.”
7.
A wet spark plug indicates fuel is being supplied by the carburetor. The engine may be flooded by a restricted air filter, carbon shorted or defective spark plug, excessive choking or over priming, improperly adjusted or defective carburetor, or the wrong ignition timing. With the spark plug removed and a shop towel over the spark plug hole, turn the engine over slowly 3 or 4 times to remove excess gasoline from the engine cylinder.
CAUTION: KEEP ALL COMBUSTIVE SOURCES AWAY. AVOID THE SPRAY FROM THE SPARK PLUG
HOLE WHEN CRANKING THE ENGINE OVER.
8.
Replace the air filter if restricted or oil soaked. Replace the spark plug if questionable. Install the spark plug and high tension lead and retry starting the engine.
9.
If the engine floods and fails to start, the carburetor may require service. See the preceding “Carburetion Troubleshooting” chart for additional causes. If the carburetor is functioning properly the problem may be ignition timing related. See
Chapter 8 under “Ignition Troubleshooting.”
SERVICE
CARBURETOR PRE-SETS AND ADJUSTMENT
NOTE: EMISSION GRADE CARBURETORS HAVE FIXED IDLE AND MAIN JETS. THE ABSENCE OF THE ADJUSTING
SCREW INDICATES A FIXED JET OR RESTRICTOR AND NO ADJUSTMENT IS NECESSARY. THE IDLE RESTRICTOR
ON AN EMISSIONS CARBURETOR APPEARS AS AN ADJUSTABLE SCREW. THIS IS NOT ADJUSTABLE AND
MUST REMAIN TIGHT FOR PROPER OPERATION.
The idle on an emission is metered using a threaded restrictor (see Illustration). Proper torque of this screw is critical and should be torqued to 5-8 in. lbs. or .5 to 1 nm, if not, it may vibrate loose. When the restrictor is placed in the idle circuit passage it is capped with a tamper resistant plastic cap. Tampering is considered the rejetting or
modification through resizing of the jet. If the jet is
removed for cleaning it must be recapped to prevent tampering when it is re-installed.
CAP
IDLE RESTRICTOR
Before adjusting any mixture screws the necessary carburetor presets should be made. Check for the proper governor adjustments as outlined in Chapter 4. Identify the correct carburetor model and manufacturer to find locations of the high and low speed adjustment screws. Check the throttle control bracket for proper adjustment allowing a full choke shutter position. See Chapter 4 under "Speed Controls and Linkage". Check to see if the normal maintenance procedures have been performed (oil changed, fresh fuel, air filter replaced or clean). Consult microfiche card #30 to find the correct R.P.M.
settings for the engine, or consult Service Bulletin #107 for the revised safety specification for rotary type power lawn mowers. Start the engine and allow it to warm to operating temperature. The carburetor can now be adjusted.
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PRE-SETS AND ADJUSTMENTS
(TECUMSEH AND WALBRO
CARBURETORS)
NOTE: OVERTIGHTENING WILL DAMAGE THE TAPER
PORTION OF THE NEEDLE. All adjustments should be made with the carburetor in the operating position.
Turn both the main and idle mixture adjusting screws in
(clockwise) until finger tight.
Now back the mixture screws out (counterclockwise) to obtain the pre-set figure in the chart shown at right.
FINAL ADJUSTMENTS (NON EMISSION ENGINES)
Tecumseh Carburetors
Engine Model
Main Pre-set
All models with float-type carburetors
1-1/2 turn
All models with diaphragm-type carburetors
1 turn
Walbro Carburetors
Carburetor Model Number
LMH 1-1/2 turn
WHG & LME
LMK
1-1/4 turn
Fixed
Idle Pre-set
1 turn
1 turn
1-1/2 turn
1-1/4 turn
1 turn
Start the engine and allow it to warm up to normal operating temperature (3 - 5 minutes). Set the speed control to the
HIGH or FAST position. From the recommended preset position, turn the main mixture adjustment screw in (clockwise) slowly until the engine begins to run erratic (lean). Note the position of the screw. Now, turn the screw out (counterclockwise) until the engine begins to run erratic (rich). Turn the screw in (clockwise) midway between these two positions. This will be the best setting. (diag. 24, 25 & 26).
Set the speed control to the IDLE or SLOW position. Adjust the idle mixture screw following the same procedure used to adjust the main mixture adjustment screw.
SERIES 1
TECUMSEH CARBURETORS
SERIES 3 & 4
DIAPHRAGM
IDLE MIXTURE
SCREW
MAIN MIXTURE
SCREW
24
IDLE MIXTURE
SCREW
MAIN MIXTURE
SCREW
25
IDLE MIXTURE
SCREW
MAIN MIXTURE
SCREW
If further adjustment is required, the main adjustment should be made under a loaded condition.
26
If the engine stops or hesitates while engaging the load (lean), turn the main mixture adjusting screw out (counterclockwise)
1/8 turn at a time, testing each setting with the equipment under load, until this condition is corrected.
If the engine smokes excessively (rich), turn the main adjusting screw in (clockwise) 1/8 turn at a time, testing each setting with the equipment under load, until this condition is corrected.
After the main mixture screw is set, move the speed control to the IDLE or SLOW position. If the engine does not idle smoothly, turn the idle mixture screw 1/8 turn either in (clockwise) or out (counterclockwise) until engine idles smoothly.
Recheck the high and low R.P.M. setting and adjust as necessary.
NON-ADJUSTABLE CARBURETORS
DUAL SYSTEM AND SERIES 6
SERIES 8, 11 & BRIDGED 11 SERIES 9
MIXING WELL
CAST BUT
NOT
MACHINED
SERIES 10
CHOKE
16
NON-ADJUSTABLE
PRIMER NO CHOKE
27
CAPPED FIXED JET 28
IDLE JET
CAST BUT NOT MACHINED
29
CAPPED IDLE
RESTRICTOR www.mymowerparts.com
30
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DISASSEMBLY PROCEDURE
NOTE: Engines which are identified as compliant with CARB (California Air Resources Board) or EPA (US
Environmental Protection Agency) regulations can NOT be changed from the factory settings unless specifically authorized.
FLOAT STYLE CARBURETORS
1.
Note or mark the high and low mixture adjusting screws to aid in reassembly (if applicable). Remove the high speed adjusting screw, bowl nut, and float bowl.
Remove the idle mixture screw assembly.
2.
Note the position of the spring clip on the inlet needle and float, the long end of the clip must face toward the choke end of the carburetor. Remove the float hinge pin with a needlenose pliers. Some carburetors use a float dampening spring to aid the inlet valve in maintaining a steady position during rough service applications. Note the position of the hooks before removing the float hinge pin (diag. 31).
3.
Remove the float, clip, and inlet needle.
4.
Remove the inlet needle seat using the Tecumseh carburetor tool #670377 as shown. Push the hook through the hole in the center of the seat to remove it.
(diag. 32).
5.
Note or mark the action of the choke and throttle shutters, and/or the hook points of the choke or throttle return spring, or seal retainer springs located on the top of the choke and/or throttle shaft. Remove the throttle shutter, throttle shaft, choke shutter, springs and choke shaft by removing the screw(s) that attach the throttle or choke shutter to the shaft inside the air horn.
6.
Remove the primer bulb (if equipped) by grasping it with a pliers and pulling and twisting out of the body.
Remove the retainer by prying and lifting it out with a screwdriver. Do not re-use the old bulb or retainer (diag.
33).
7.
Some Tecumseh float style carburetors have a damper spring which is installed as shown. (diag. 34)
LONG END OF CLIP
TOWARD CHOKE
CHOKE
END
Use carb. tool
# 670377
CLIP
OPEN END OF CLIP
THROTTLE
END
31
32
33 www.mymowerparts.com
34
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8.
Remove all welch plugs if cleaning the carburetor.
Secure the carburetor in a vise equipped with protective jaws. Use a small chisel sharpened to a 1/8"
(3.175 mm) wide wedge point. Drive the chisel into the plug to pierce the metal, then push down on the chisel to pry the plug out of the hole (diag. 35).
NOTE: DO NOT REMOVE ANY BALL OR CUP PLUGS
(diag. 37).
SMALL CHISEL
PRY OUT
PLUG
DO NOT ALLOW
CHISEL POINT
TO STRIKE
CARBURETOR
BODY OR
CHANNEL
REDUCER
PIERCE PLUG WITH TIP
WELCH PLUG TO BE
REMOVED
ABOUT 1/8"
(3.175 mm)
WIDE
9.
Note the direction of the inlet fitting. If necessary the inlet fitting can be removed. (See page 24).
SMALL CHISEL 35
EXTENTED PRIME
FUEL PASSAGE
(SUPPLIES FUEL
AFTER ENGINE START)
EXTENDED
PRIME FUEL
CHAMBER
RESTRICTOR
10. The main nozzle on Series 8 and Series 9 carburetors can be removed by pressing the tube outward from the venturi thru the center leg. This nozzle is non-metallic and has an "O" ring seal on the top and bottom end of the tube. Do not remove a main nozzle that is made of brass from any Tecumseh carburetor. These are pressed in at the factory to a specific depth. When removing the nozzle, the top "O" ring may not come out with the tube. The "O" ring must be removed and placed on the nozzle before it is placed back into the center leg or it will not seal properly. (diag. 38)
11. Servicing the standard series eleven and bridged
model.
When servicing the series eleven DO NOT soak it in dipping type carburetor cleaners, use only spray cleaner or standard solvent tank cleaners. Proper cleaning requires removal of both welch plugs and cleaning of the restictor(s) as equipped.
The standard series eleven has one restictor in the extended prime well as shown (diag. 36). The Bridged series eleven has an additional restrictor on the idle leg of the carburetor as shown (diag. 37). Both are cleaned using spray carburetor cleaner, compressed air and soft tag wire no larger than .012 inch (.3mm) or damage will occur.
WELCH PLUG
WELCH PLUG
FUEL INLET
MAIN JET
DO NOT REMOVE PLUGS
BRASS OR BALL PLUG
36
BALL PLUG
OR RESTRICTOR HOLE
IF BRIDGED SERIES 11
IDLE FUEL PASSAGE
REDUCTION ROD INSIDE
NOT MACHINED ON SERIES 11
37
NOT USED ON SERIES 7
OR VECTOR CARBS.
"O" RING
ON TOP OF STEP
(IN GROOVE)
"O" RING IN GROOVE
"O" RING
SERVICE MAIN NOZZLE
REUSABLE
38
18
The main nozzle on some Walbro carburetors are removable for service. If you remove it, a service nozzle with the under cut fuel passage must be installed or problems will occur (diag. 39).
UNDERCUT
ANNULAR
GROVE
ORIGINAL MAIN NOZZLE
DO NOT REUSE www.mymowerparts.com
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Diaphragm Carburetors
1. Remove the screws holding the diaphragm cover on.
2. Remove the cover, gaskets, and diaphragm noting or marking the sequence or location to aid in reassembly.
NOTE: If a "F" designation on the choke end of the
carburetor is present, place the diaphragm on first, then the gasket and cover. If no "F" is present, the gasket goes first.
3. Note or mark the high and low mixture adjustment screws. Remove the screw assemblies.
4. Note or mark the action of the choke and throttle shutters and the hook points of the choke or throttle return spring or seal retainer springs located on the top of the choke or throttle shaft. Remove the throttle shutter, throttle shaft, choke shutter, springs and choke shaft by removing the screw or screws that attach the throttle or choke shutter to the shaft inside the air horn.
5. Use a 9/32" (7.144 mm) thin wall socket to unscrew and remove the inlet needle and seat assembly (diag.
40).
6. Note and mark the direction of the inlet fitting. If necessary the inlet fitting can be removed by pulling with a pliers or vise. Some diaphragm carburetors have a strainer as an integral part of the fuel fitting. If the strainer is lacquered or cannot be cleaned, the fitting must be replaced.
7. Remove all welch plugs if cleaning the carburetor.
Secure the carburetor in a vise equipped with protective jaws. Use a small chisel sharpened to a
1/8" (3.175 mm) wide wedge point. Drive the chisel into the plug to pierce the metal, then push down on the chisel to pry the plug out of the hole.
NOTE: DO NOT REMOVE ANY BALL OR CUP PLUGS.
IMPULSE FUEL PUMP
To service, disassemble the pump by removing the four (4) screws. Clean all parts with a solvent and install a new kit which consists of a coil spring, gaskets and diaphragms
(diag. 41 & 42).
"F"
DIAPHRAGM FIRST NOT GASKET
40
VALVE CLOSED
ATMOSPHERIC
VENT
VALVE OPEN
CARBURETOR
FITTING
VALVE OPEN
DIAPHRAGM
FILTER
AIR BLEED
VALVE
CLOSED
FUEL SUPPLY
ê
á
CRANKCASE PRESSURE
ATMOSPHERIC PRESSURE ACTING ON
DAMPING DIAPHRAGM
FUEL FLOW
ê
CRANKCASE SUCTION AND
FLOW DIRECTION
á
ATMOSPHERIC PRESSURE
ACTING ON DAMPING
DIAPHRAGM
PULSE LINE
TO CRANKCASE
á
ê
SUCTION FUEL FLOW DIRECTION
ATMOSPHERIC PRESSURE CAUSED
FUEL FLOW
41
FLOAT ADJUSTING PROCEDURE
All Tecumseh carburetors with an adjustable float require a specific float height adjustment to achieve proper operation and easy engine starts. To check the float height, hold the carburetor in an upside down position. Remove the bowl nut, float bowl, and "O" ring. Place the Tecumseh carburetor tool #670377 with flat dimensions of 11/64" (4.36
mm) across the top of the carburetor casting on the opposite side and parallel to the float hinge pin (diag. 43). The float must just touch the carb tool. If the float is too high or too low, adjust the height by bending the float tab accordingly.
If the required adjustment is minor, the tab adjustments may be made without removing the float and carefully inserting a small bladed screwdriver to bend the tab.
Float sticking can occur due to fuel deposits or when the fuel tank is filled for the first time, this condition can be quickly corrected by loosening the carburetor bowl nut one full turn. Turn the bowl 1/4 turn in either direction, then return the bowl to its original position and tighten the bowl nut.
OLD STYLE
Carb. tool # 670377 www.mymowerparts.com
"F" DESIGNATION
NEW STYLE
RIM
42
43
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INSPECTION
After careful disassembly of the carburetor and the removal of all non metallic parts, the carburetor body and all other metallic parts should be cleaned with solvent, or commercial carburetor cleaner, no longer than 30 minutes. Use compressed air and soft tag wire to clean internal carburetor passages. To do a proper cleaning job, the welch plugs must be removed to expose the drilled passages.
NOTE: The nylon check balls used in some diaphragm carburetors are not serviceable. Nylon can be damaged if subjected to harsh cleaners for prolonged periods.
Throttle and Choke
Examine the throttle lever and shaft, choke lever and shaft, and carburetor body at the bearing points and holes into which the linkage is fastened, and replace if worn or damaged. Any looseness in these areas can cause dirt to enter the engine and cause premature wear. If dust seals are present, these should be positioned next to the carburetor body.
Idle and High Speed Mixture Adjusting Screw
Examine the idle mixture needle tip and tapered surface for damage. The tip and tapered surface of the needle must not show any wear or damage at all. If either is worn or damaged, replace the adjusting needle. Tension is maintained on the screw with a coil spring. Examine and replace the “O” ring seal if damaged (diag. 44).
RETAINER NUT
"O" RING
BRASS WASHER (used to protect the
"O" ring from the spring)
SPRING
HIGH SPEED
ADJUSTMENT SCREW
Examine the tapered surface of the high speed mixture needle. If the tapered surface is damaged or shows wear, replace the needle (non-emissioned). Some Tecumseh carburetors use serviceable jet main nozzles. These are identified as being non-metallic.
44
Fuel Bowl Retaining Nut
FUEL-
METERING
PORT
IDLE FUEL
TRANSFER
PASSAGE
ONE-HOLE TYPE
FUEL-INLET
PORTS
TW0-HOLE TYPE
45
The retaining nut contains the transfer passage or metering jet through which fuel is delivered to the high speed and idle circuit of the carburetor. If a problem occurs with the idle circuit, examine the small fuel passage in the annular groove in the retaining (metering) nut. This passage must be clean for the proper transfer of fuel into the idle metering circuit. Torque retaining nut to 50 in. lbs. (5.65 Nm) when reinstalling.
There are two different types of bowl nuts that are used on adjustable main, float style carburetors. One type has one fuel metering port at the bottom of the nut, and the other has two fuel inlet ports at the bottom of the nut. This difference relates to calibration changes to the carburetor and is dependent on the application (diag. 45).
NOTE: DO NOT INTERCHANGE BOWL NUTS.
The fuel inlet ports must be free of any debris to allow proper fuel flow.
Fuel Bowl, Float, Needle and Seat
The float bowl must be free of dirt and corrosion. Clean with solvent or carburetor cleaner.
Examine the float for damage. Check the float hinge bearing surfaces for wear, as well as the tab that contacts the inlet needle. Replace any damaged or worn parts.
The needle and seat should be replaced if any fuel delivery problems are experienced (flooding or starvation). Sealing problems with the inlet needle seat may not be visible, so replacement is recommended.
Diaphragms, Pulse Pumps, and Primer Bulbs
Inspect diaphragms, gaskets, and primer bulbs for cracks, tears, hardness or brittleness. Replace if necessary.
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ASSEMBLY
Welch Plugs
To install a new welch plug after cleaning the carburetor, secure the carburetor in a vise equipped with protective jaws. Place the welch plug into the receptacle with the raised portion up. With a punch equal to, or greater than the size of the plug, merely flatten the plug. Do not dent or drive the center of the plug below the top surface of the carburetor. After installation of the welch plug, seal the outer diameter with finger nail polish or equivalent (diag.
46).
NEW WELCH PLUG
THROTTLE
PLATE
FLAT END PUNCH
SAME OR LARGER
DIAMETER OF
PLUG
46
SERIES 1, 6, 8, 9, 10
THROTTLE LEVER
TWELVE O'CLOCK
POSITION
Throttle Shaft and Plate
When reassembling, it is important that the lines or lettering on the throttle plate are facing out when in the closed position. Position throttle plate with two lines at 12 and 3 o’clock. If the throttle plate has only one line, the line should be positioned in the 12 o’clock position on Series 1, 6, 8, and 9 carburetors, and positioned in the 3 o’clock position on Series 3 and 4 carburetors (diag. 47 & 48).
Test the operation of the throttle and return spring (if equipped). If binding occurs, correct by loosening screws and repositioning throttle plate.
Always use a new screw(s) when reinstalling the throttle shutter (Tecumseh screws are treated with dry-type adhesive to secure them in place).
NOTE: NEVER REUSE OLD SCREWS.
SERIES 3 AND 4
THREE O'CLOCK
POSITION
47
48
Choke Shaft and Plate
The choke plate is inserted into the air horn of the carburetor in such a position that the flat surface of the choke is down.
Choke plates will operate in either direction. Make sure it is assembled properly for the engine. Test the operation of the choke and return spring function if equipped (diag. 49).
Always use a new screw(s) when reinstalling the choke shutter as the screws are treated with dry-type adhesive to secure them in place.
NOTE: NEVER REUSE OLD SCREWS.
The choke shaft and plate must be in the closed position prior to tightening the screws. Hard starting may be due to insufficient choking action because of a misaligned choke plate. Correct by readjusting the choke plate to close completely. Note the cut-out position of choke shutter if applicable.
CHOKE PLATE
FLAT
DOWN
CHOKE PLATE
49
Fuel Inlet Fitting
Support the carburetor body with a wood block to avoid damage to other parts. Use a bench vise or press to install the fitting squarely. Insert the tip into the carburetor body, coat the exposed portion of the shank with Loctite grade
A, then press it in until the shoulder contacts the carburetor body.
FLAT SIDE DOWN
50
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High and Low Speed Adjusting Screw, Main Nozzle
When reassembling, position the coil spring on the adjusting screws, followed by the small brass washer and the “O” ring seal. Turn the high speed adjustment screw in approximately one turn into the bowl retainer nut to make an assembly (diag. 51).
On 2-7 hp. engines that use carburetors which have the metering rod in the idle circuit (carburetor should rattle when shaking), make certain that the idle adjustment screw is installed when the carburetor is in an upright position or the needle will damage the metering rod, adjustment screw and carburetor casting.
RETAINER NUT
TORQUE NUT TO
50 IN. LBS. (5.65 Nm)
"O" RING
BRASS WASHER
SPRING
HIGH SPEED
ADJUSTMENT SCREW
51
Some carburetors are of the fixed main type and would not have a high speed adjusting screw.
Inlet Needle and Seat
On float type carburetors, make sure the seat cavity is clean. Moisten the seat with oil and insert the seat with the grooved side down and away from the inlet needle.
Press the seat into the cavity using the Tecumseh carburetor tool #670377 making sure it is firmly seated
(diag. 52).
The inlet needle hooks onto the float tab by means of a spring clip. To prevent binding, the long, straight end of the clip should face the air intake end of the carburetor as shown (diag. 53).
On diaphragm carburetors the inlet needle and seat assembly are installed by using a socket to tighten the assembly until seated.
PRESS IN UNTIL
SEAT RESTS ON
BODY SHOULDER
INLET NEEDLE MAKES
CONTACT HERE
LONG END
OF CLIP
CARB TOOL #670377
SEAT
CLIP
OPEN END
OF CLIP
INSERT THIS
FACE FIRST
52
CHOKE
END
THROTTLE
END
Needle and Seat Pop-Off Test
To test the pop-off pressure, remove the carburetor from the engine. Be sure to drain any fuel into an approved container. Invert the carburetor and remove the float bowl.
This test is best performed when the carburetor is placed upside down and level in a soft jawed vice. Lift the float and needle assembly off of the seat in order to place a drop of WD-40 on the tip of the needle or on the seat surface.
Reposition the float and needle assembly. Using the
Tecumseh Leak Tester part # 670340, connect the high pressure regulator to the low pressure regulator and attach the clear low pressure air line to the carburetor fuel inlet.
Apply approximately 5-6 psi of compressed air, close the gate valve and disconnect the low pressure guage from the high pressure guage. Monitor the low pressure guage to make sure the needle shouldn't drop below 1.5 psi before
1 minute of time elapses. If the minimum of 1.5 psi cannot be maintained for this period of time, then replacement of the needle and seat is required.
Float Installation
FLOAT
INLET NEEDLE
53
FLOAT SPRING
HINGE PIN
54
Reinstall the inlet needle and float into the carburetor. The long end of the spring or clip on the inlet needle must point toward the air intake end of the carburetor. If a float dampening spring is used, reassemble using the following steps (diag.
54).
1. Place the float upside down.
2. Position the spring on the float with the long end around and to the back side of the float’s center back tang. The ends must point toward the choke end of the carburetor. Hook the inlet needle clip on the inside float tang so the clip end points to the choke end of the carburetor (diag. 54).
3. Place the float, float spring, clip and inlet needle in position between the hinge legs of the carburetor. As the float assembly nears the hinge legs, wind the outside end of the spring so it goes to the outside of the leg (counterclockwise looking from the choke end).
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4. Install the hinge pin from the opposite hinge leg. The bowl gasket must be positioned over the end of the spring (diag. 55).
5. Set the proper float height. See “Float Adjusting
Procedure” in this chapter.
GASKET GOES
OVER SPRING
Diaphragm Assembly
The rivet head on the diaphragm must always face toward the inlet needle valve. On carburetors with an “F” cast into the carburetor flange as illustrated, the diaphragm goes next to the carburetor body. Other diaphragm carburetors have the gasket located between the diaphragm and carburetor body. Install the cover retaining screws and tighten (diag. 56).
CHOKE END OF
CARBURETOR
ENDS OF SPRING POINT
TOWARD CHOKE END
OF CARBURETOR
55
Fuel Bowl And Bowl Nut
Whenever a carburetor bowl is removed for service, the fuel bowl “O” ring must be replaced. For easier installation, lubricate the “O” ring with a small amount oil.
Install the float bowl by placing the detent portion opposite of the hinge pin. Make sure the deepest end of the bowl is opposite of the inlet needle. The bowl has a small dimple located in the deepest part. The purpose of this dimple is to minimize the chances of the float sticking to the bottom of the bowl caused by stale fuel (diag. 57).
On some fixed jet (non-adjustable) and adjustable carburetors, a fibered washer is required between the carburetor bowl and the bowl retaining nut.
Occasionally, on engines equipped with the dual system carburetor, some rich starting conditions have occurred when the engine is warm. This condition can be corrected by inserting a non-metallic spacer in the center leg of the carburetor, as shown (part # 632158). This spacer is designed to reduce the amount of prime charge in the main nozzle area for better starting under warm engine conditions. It can only be used on Dual System carburetors and does not lean out the carburetor mixture. (diag. 58)
This spacer must be reinstalled if originally equipped in the carburetor.
Impulse Fuel Pump
The diaphragms must be installed against the center body with the gaskets against the outside covers. The parts are designed so they cannot be misassembled without damage
(diag. 58).
To test the unit, assemble the carburetor to the engine, leaving the fuel line from the pump off. Use a different fuel tank remotely placed above the carburetor to provide gravity fuel flow to the carburetor inlet to run the engine while testing the pump. Make sure fuel is available in both fuel tanks and that the original fuel tank's fuel line is connected to the fuel pump inlet. Place the pump outlet line in a proper draining receptacle. With the pulse line connected from the engine crankcase to the pump and the engine running, a definite fuel flow should result at the pump outlet.
If the flow is erratic or intermittent, the pump needs repair or replacement.
RIDGE AND
RIVET
HEAD UP
DETENT
GASKET
RIDGE AND
RIVET HEAD
UP
GASKET
56
57
NON-METALLIC
SPACER
58
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Primer Bulb
To install, start the retainer and bulb into the casting with the retainer tabs pointed out. Firmly push the bulb and retainer into position using a 3/4'’ (19.05 mm) deep well socket (diag. 59).
Final Checks
Before reinstalling a newly overhauled carburetor, pre-set the main mixture adjustment screw, the idle mixture adjustment screw and the idle speed adjustment screw.
See “Pre-sets and Adjustments” in this chapter.
59
STANDARD SERVICE CARBURETORS
Tecumseh supplies some replacement carburetors on which parts from the old carburetors can be reused or new parts added. This Standard Service Carburetor helps to reduce dealer inventories.
Standard Service Carburetors are built in both float and diaphragm versions.
The parts from the original carburetor that are necessary to make a standard service carburetor are: choke shaft, shutter and spring, throttle lever and spring, fuel fitting, idle adjustment screw and spring. If any or all of these old parts are worn or damaged, replace each part with a new service part to assure proper function and prevent engine damage. Use the diagrams on the next page as a guide to facilitate the correct installation of parts (diag. 61 & 62).
Fuel Fitting
NOTE: MOST SERVICE CARBURETORS ARE MARKED “SVC CARB NF” IN THE PRICE LIST. THIS MEANS THAT
THE CARBURETOR COMES WITH NO FUEL FITTING.
Use the parts manual to obtain the same fuel inlet fitting that was installed in the original carburetor. Install the fuel fitting in the new carburetor body in the same position as on the original carburetor. Support the carburetor body with a wood block to avoid damage to other parts. Use a bench vise or press to install the fitting squarely. Press it in until it bottoms out.
NOTE: PRESS FUEL FITTING IN SQUARELY USING CAUTION SO THAT THE CARBURETOR BODY IS NOT DAMAGED.
Inlet Fuel Fitting
To remove a leaking or damaged fuel inlet fitting, use a
1/4"(6 mm) bolt, 1/4" (6 mm) nut and 1/4" (6 mm) washer, along with a 1/2" (12 mm) nut. Use a pliers or vise to remove the plastic part of the inlet fitting. Tap the inside of the remaining metal portion of the fitting using a
1/4"- 20 (6 mm) tap. Place a 1/2" (12 mm) nut over the fuel fitting (it may be necessary to guide one side of the nut to seat it squarely to the carburetor). Next thread the
1/4" (6 mm) nut on the bolt until it contacts the shank, add the washer, and thread the bolt into the fitting until snug. Tighten the 1/4"- 20 (6 mm) nut until the fitting is removed. (diag. 60)
Choke Shaft
60
NOTE: Never reuse choke or throttle shutter screws, always replace with new Tecumseh service screws.
Remove the choke shutter screw from the original carburetor and remove the choke shaft. Observe the position of the ends of the choke return spring if one is present. Also observe the position of the cut-out and/or holes in choke shutter.
Some chokes turn clockwise and some turn counterclockwise, note the position of the choke shaft prior to removal from the old carburetor.
If a choke stop spring is present on the new carburetor and is not used on the old carburetor, cut it off with a side cutter or pull it out using a pliers.
Test the action of choke shaft to make sure it moves freely and easily and does not bind in either open or closed position.
If binding occurs, loosen the shutter screw; reposition the shutter and tighten the screw.
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Throttle Lever
Remove the throttle lever and spring and file off the peened end of the throttle shaft until the lever can be removed. Install the throttle spring and lever on the new carburetor with the self-tapping screw furnished. If dust seals are furnished, install them under the return spring.
Idle Speed Adjustment Screw
Remove the screw assembly from the original carburetor and install it in the new carburetor. Turn it in until it contacts the throttle lever. Then an additional 1-1/2 turns for a static setting.
Final Checks
Consult the service section under “Pre-sets and Adjustments” and follow the adjustment procedures before placing the carburetor on the engine.
FLOAT TYPE CARBURETOR
CHOKE SHAFT
IDLE CRACK
SCREW AND
SPRING
SELF TAPPING SCREW
SPRING
WASHER
FELT SEAL
CHOKE STOP
SPRING
SHUTTER
LEVER
SPRING
WASHER
FELT SEAL
THROTTLE SHAFT
SHANK
SCREW
FUEL FITTING
"O" RING
SEAT AND CLIP
INLET NEEDLE
SPRING CLIP
FLOAT
FLOAT SHAFT
DIAPHRAGM TYPE CARBURETOR
THROTTLE LEVER
AND SHAFT
SPRING
WASHER
FELT SEAL
THROTTLE SHUTTER
SHUTTER SCREW
IDLE
ADJUSTMENT
SCREW
SEAL
WASHER
SPRING
LOW SPEED
ADJUSTMENT
SCREW
HIGH SPEED
ADJUSTMENT
SCREW
CHOKE LEVER
AND SHAFT
FUEL INLET
CHOKE
SHUTTER
SHUTTER
SCREW
DIAPHRAGM
DIAPHRAGM
GASKET
DIAPHRAGM
COVER
FLOAT BOWL
PRIMER FITTING
DIAPHRAGM
COVER SCREW BOWL NUT WASHER
HIGH SPEED BOWL NUT
61
62
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CHAPTER 4 GOVERNORS AND LINKAGE
GENERAL INFORMATION
This chapter includes governor assembly and linkage illustrations to aid in governor or speed control assembly.
Tecumseh 4 cycle engines are equipped with mechanical type governors. The governor’s function is to maintain a constant R.P.M. setting when engine loads are added or taken away. Mechanical type governors are driven off the engine’s camshaft gear. Changes in engine R.P.M. cause the governor to move the solid link that is connected from the governor lever to the throttle in the carburetor. The throttle is opened when the engine R.P.M. drops and closes as the engine load is removed.
OPERATION
As the speed of the engine increases, the governor weights
(on the governor gear) move outward by centrifugal force.
The shape of the governor weights force the governor spool to lift. The governor rod maintains contact with the governor spool due to the governor spring tension. As the spool rises, the governor rod rotates, causing the attached outer governor lever to pull the solid link and close the throttle opening. When the engine speed decreases, the lower centrifugal force allows the governor weights to be pulled in by the governor spring. As the spool lowers, the governor rod rotates and the solid link pushes the throttle to a more open position (diag. 1).
THROTTLE
SPRING
GOVERNOR SHAFT
WEIGHTS
GOVERNOR GEAR
GOVERNOR
SPOOL
1
INTERNAL COMPONENTS (VARIOUS STYLES)
RETAINING
RING
SPOOL
RETAINING
RING
GEAR ASSY.
(GOV.)
WASHER
SHAFT
SPOOL
UPSET
NO RETAINING
RING
SHAFT
GEAR ASSY.
(GOV.)
WASHER
RETAINING
RING
SHAFT
SPOOL
WASHER
RETAINING
RING
GEAR ASSY.
(GOV.)
ROD
ASSY
(GOV.)
WASHER
WASHER
SPACER
BRACKET
SHAFT
TVS STANDARD
2
TVS UPSET
3
MEDIUM FRAME 4
SPOOL
RETAINING
RING
GEAR
ASSY.
(GOV)
SCREWS
HORIZONTAL
5
SHAFT
GEAR ASSY.
(GOV.)
WASHER
LEV
SPOOL
6
TROUBLESHOOTING
Engine problems where the governor is suspected to be the cause, may actually be the result of other engine system problems. Hunting (engine R.P.M. surging up and down) indicates that the engine is incapable of maintaining a constant
R.P.M. with or without an engine load. Engine overspeeding (either with or without throttle movement) must be corrected immediately before serious engine damage occurs. Use the following procedure to diagnose a suspected governor problems.
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ENGINE OVERSPEEDING
1.
If the engine runs wide open (faster than normal), shut the engine off immediately.
2.
Check the condition of the external governor shaft, linkage, governor spring, and speed control assembly for breakage, stretching or binding. Correct or replace binding or damaged parts.
3.
Follow the governor adjustment procedure and reset the governor - see "Service" in this chapter.
4.
Run the engine. Be ready to shut the engine off if an overspeed problem still exists. If the problem persists, the engine will require disassembly to inspect the governor gear assembly for damage, binding, or wear.
5.
See Chapter 9 under "Disassembly Procedure" to disassemble the engine.
6.
Remove the governor gear assembly. Repair or replace as necessary.
ENGINE SURGING
1.
Try to stabilize the engine R.P.M. by holding steady the solid link between the governor arm and the carburetor throttle, using a pliers or fingers.
2.
If the engine R.P.M. stabilizes, the governor or governor adjustment should be checked. See "Service" governor adjustment procedure in this chapter. If the engine R.P.M. does not stabilize, the engine will require additional checks, see Chapter 9 under "Troubleshooting".
3.
If the problem persists after the governor adjustment, check the engine R.P.M. found on microfiche card # 30. The
R.P.M. settings are critical. If the R.P.M. setting for high and low speed are within specification and a slight surge is experienced, increasing the engine idle R.P.M. setting slightly may eliminate this condition.
4.
Check the governor shaft or linkages for binding, wear, or improper hookup. Check the governor spring for adequate tension. Repair or replace as necessary.
SERVICE
GOVERNOR ADJUSTMENT
With the engine stopped, loosen the screw holding the governor clamp on the governor lever. Rotate the clamp in a direction that will force the throttle shaft open and allow the governor follower arm to rest on the governor spool.
Push the governor lever connected to the throttle to the wide open throttle position. Hold the lever and clamp in this position while tightening the screw (diag. 7).
Ý
Ú
PUSH LEVER
TO OPEN
THROTTLE
GOVERNOR SHAFT
GOVERNOR SPOOL
GOVERNOR GEAR
GOVERNOR ADJUSTMENT PROCEDURE
FOR SHORT BLOCK INSTALLATIONS
Short block installation on 3-5 h.p. vertical shaft engines built prior to 1977 may require the governor clamp (tinnerman style) to be repositioned to work properly. The clamp must be removed from the governor rod and turned to the same position as the original engine. Hook the solid link and spring to the governor lever and position the clamp on the governor rod. Follow the above governor adjustment procedure to complete the short block governor set-up.
Units built after 1977 use the normal governor set up procedure. (diag. 8)
7
Figure A
Before 1977 production
VERTICAL
Figure B
1977 & Later production www.mymowerparts.com
8
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GOVERNOR GEAR AND SHAFT SERVICE
After the cylinder cover is removed from the engine, the governor spool, gear, or governor shaft can be removed. On older style governor assemblies, the retaining ring must be removed to allow the spool or gear to slide off the shaft. Newer style governor shafts (3 - 6.75 model engines) use an upset to hold the governor spool on. If the gear requires replacement, the governor shaft will have to be removed.
Governor Spool Replacement With Upset Style Governor Shaft
The spool can be replaced without removing the governor shaft. Grip the original spool in a vise and use a twisting and pulling motion on the flange until the spool is free.
Install the new spool by starting it on the shaft and then turning the flange over. This will allow the weights to hang in the proper position. Place the spool on a solid surface and push on the flange until the spool seats. The governor weights must be in position under the spool after installation. (diag. 9)
Governor Gear or Shaft Replacement, Upset
Style Governor Shaft
1.
Grip the original spool in a vise and use a twisting and pulling motion on the flange until the spool is free.
2.
Clamp the shaft in a vise and pound gently on the flange with a wooden or plastic mallet to remove the shaft.
NOTE: DO NOT TWIST THE SHAFT WHEN REMOVING.
THE SHAFT BOSS MAY BECOME ENLARGED, LEAVING
THE NEW GOVERNOR SHAFT LOOSE AND CAUSING
SEVERE DAMAGE.
3.
To install a new shaft, first assemble the gear and washer on the shaft. Start the shaft into the hole with a few taps from a soft faced hammer.
4.
Place the flange in a press with a solid piece supporting the area below the shaft boss. Press the shaft in until a shim, part # 670297 just becomes snug [.010 - .020
(.254 - .508 mm) clearance].
WASHER
GEAR
SHIM
SHAFT BOSS
9
670297 (modified)
EXPOSED SHAFT LENGTH
10
Governor Shaft Replacement, Retaining
Ring Style
1.
Remove the retaining ring, spool, gear assembly, and washers.
2.
Clamp the shaft in a vise and pound gently on the flange with a wooden or plastic mallet to remove the shaft.
NOTE: DO NOT TWIST THE SHAFT WHEN REMOVING.
THE SHAFT BOSS MAY BECOME ENLARGED AND THE
NEW GOVERNOR SHAFT WILL BE LOOSE AND MOVE.
3.
Start the new shaft into the shaft boss by tapping with a soft faced hammer.
4.
Refer to the chart at right for the proper shaft exposed length. Add a drop of red Loctite 271 and press the governor shaft to the proper depth using a press or a vise. Wipe the extra Loctite off after installation (diag.
11).
5.
Reassemble the governor and install the retaining ring.
ENGINE MODEL
ECH90
ECV100
H 30, 35
HS 40, 50
LAV 35
LEV (all)
OHH (all)
OVRM (all)
TNT 100, 120
TVS (all)
TVM (all)
V 50, 60, 70
VH 50, 60, 70
HH 100, 120
VH 100
H 50, 60, 70
HH 60, 70
HHM80
HM 70, 80, 100
Mounting flange to Top
1.319 - 1.334"
(33.502 - 33.883 mm)
Mounting flange to Top
1.581 - 1.596"
(25.806 - 26.314 mm)
Mounting flange to Top
1.016 - 1.036"
(25.806 - 26.314 mm)
Mounting flange to Shoulder
1.283 - 1.293"
(32.588 - 32.842 mm)
11
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SPEED CONTROLS AND LINKAGE
Many different types of speed controls and linkage are used for O.E.M. applications. Linkage attachment points are best recorded or marked prior to disassembly. This assures the correct placement during reassembly. On vertical shaft engines the solid link is always connected from the outermost hole in the governor lever to the throttle in the carburetor.
The link with the governor spring attached is connected between the control lever and the lower hole in the governor lever.
Horizontal engines use one location (non-adjustable) speed control brackets. Most vertical engines use an adjustable speed control bracket mounted above the carburetor. The ignition ground out switch, idle R.P.M. and high speed R.P.M.
adjustment screws are located on the speed control bracket. Some models use the idle R.P.M. adjustment on the carburetor.
Most vertical shaft engines must have the speed control bracket aligned when installing. To align the control bracket, use the following steps.
1.
Loosen the two screws on the top of the panel.
2.
Move the control lever to full wide open throttle position and install a wire or aligning pin through the hole in the top of the panel, the hole in the choke actuating lever, and the hole in the choke (diag. 12).
3.
With the components aligned, tighten the two screws on the control panel.
The following pages illustrate common linkage attachment.
Whenever the carburetor or the governor linkage is removed or replaced, the engine R.P.M.'s should also be checked.
Use microfiche card #30 or the computer parts look-up system for the correct R.P.M. settings for the engine model and specification.
SNAP IN "STYLE SPEED CONTROL"
This style of speed control is used on 3 - 6.75 model rotary mower engines and is adjusted by two bendable tabs. Use the speed adjustment tool (part # 670326) as illustrated in diag.13 to adjust engine speed.
To adjust high speed, move the speed control lever to the high speed position and align the high speed pin holes.
Place the adjustment tool on the high speed tab and move the tab to achieve the correct engine speed. Move the speed control lever to the low speed position, place the adjustment tool on the low speed tab and bend to either increase or decrease to the correct speed.
LOOSEN TO ADJUST
CONTROL LEVER
LOW SPEED TAB
HIGH SPEED
PIN POSITION
WIRE
HOLE
HIGH SPEED TAB
12
Þ
DECREASE
INCREASE
Þ
TOOL 670326
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ADJUSTING RPM ON MEDIUM FRAME
VERTICAL SPEED CONTROL
This speed control is adjusted by aligning the slot in the speed control lever with the alignment hole on the mounting bracket. Place a pin through the two holes, place the equipment throttle control to the wide open position, hook the bowden cable end in the control as shown, and tighten the cable housing clamp. In this position, the gap of .040"
- .070" (1.016 - 1.778 mm) should exist at the gap location as illustrated. This will assure that the carburetor will go into full choke when the control is placed in the start position.
HIGH SPEED
ADJUSTMENT TAB
GOVERNED
IDLE SPEED SCREW
GAP OF
.040 - .070
(1.016 - 1.778 mm)
HIGH SPEED
PIN POSITION
TOOL
670326
Þ
DECREASE
14
ADJUSTING GOVERNED/NON-GOVERNED
With the engine running at its lowest speed, set the governed idle at the designated RPM by adjusting the governed idle screw or bending the idle tab. Next set the non-governed idle by pushing the bottom of the governor lever away from the control brackets so the throttle lever contacts the idle speed crack screw (on the carburetor).
Hold the lever in this position and turn the crack screw to
600 RPM below the governed idle speed. This setting prevents the throttle plate from closing off when going from high speed RPM to low speed RPM. If improperly adjusted, the engine could experience an over lean condition.
The idle speed is adjusted by turning the idle speed screw clockwise to increase engine R.P.M. and counter-clockwise to decrease R.P.M. Use tool part # 670326 to adjust the high speed engine R.P.M. Place the slotted end of the tool onto the adjustment tab and bend the tab to the left (toward the spark plug end) to increase engine R.P.M. (diag. 14).
NOTE: Some engines use nylon bushings on the throttle and choke linkage hook-up points to extend the life of the linkage and to enhance the stability of the governor system.
Make sure they are in good condition and in place.
HIGH SPEED
ADJUSTMENT TAB
BEND AREA
GOVERNED
IDLE ADJUSTING
SCREW
.040 - .070 (1.016 - 1.778 mm)
GAP LOCATION
TOOL
670326
CHOKE ADJUSTING
TAB
CONTROL
LEVER
HIGH SPEED
PIN POSITION
DECREASE
INCREASE
15
ADJUSTING RPM ON MEDIUM FRAME
VERTICAL
(up/down speed control)
To adjust the high speed RPM on Medium Frame Vertical engines, move the control lever to the high speed pin position (align high speed pin holes in the speed control bracket). Place the slot on the straight end of tool (number
670326) onto the high speed adjustment tab as pictured.
Rotate the bent end of the tool counterclockwise to increase RPM and clockwise to decrease RPM. (diag.
15).
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HORIZONTAL SHAFT ENGINES
IDLE SPEED
CRACK SCREW
IDLE SPEED
CRACK SCREW
HIGH SPEED
RPM
ADJUSTMENT
SCREW
HIGH SPEED
RPM
ADJUSTMENT
SCREW
HORIZONTAL LIGHTWEIGHT
16
IDLE SPEED
CRACK SCREW
LIGHTWEIGHT R.V. TYPE
17
HIGH SPEED
RPM
ADJUSTMENT
SCREW
IDLE
MIXTURE
SCREW
HIGH SPEED RPM
ADJUSTMENT SCREW
MAIN
MIXTURE
SCREW
SMALL FRAME
18
IDLE SPEED CRACK SCREW
IDLE SPEED
CRACK SCREW
HORIZONTAL MEDIUM FRAME
19
HIGH SPEED RPM
ADJUSTMENT SCREW
CONSTANT SPEED APPLICATIONS
20
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HORIZONTAL SHAFT ENGINES (CONTINUED)
HIGH SPEED RPM
ADJUSTMENT SCREW
IDLE MIXTURE
SCREW
IDLE SPEED
CRACK SCREW
HORIZONTAL MEDIUM FRAME
21
IDLE SPEED
SCREW
IDLE MIXTURE
SCREW
HMSK80-100
MAIN MIXTURE
SCREW
22
IDLE SPEED
CRACK SCREW
32
BEND LOOP OPEN OR
CLOSED TO ATTAIN
OPERATING RPM'S
HIGH SPEED RPM
ADJUSTMENT SCREW
MEDIUM FRAME
23
TO INCREASE SPEED - CLOSE LOOP
TO DECREASE SPEED - SPREAD LOOP
IDLE SPEED
CRACK SCREW
MAIN MIXTURE
SCREW
SNOW KING ENGINES
24
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VERTICAL SHAFT ENGINES
HIGH SPEED
ADJUSTMENT
SCREW
BEND Ó TO INCREASE SPEED
BEND
Ô
TO DECREASE SPEED
IDLE SPEED
CRACK SCREW
VERTICAL SHAFT ENGINES
26 TNT 100 VERTICAL ENGINES
27
IDLE SPEED
CRACK SCREW
TVS 115/LEV ENGINE
SPEED CONTROL 28
IDLE MIXTURE
SCREW
TVXL 220 WITH HORIZONTAL SPEED CONTROL
29
STANDARD TVM ENGINE WITHOUT GOVERNOR
OVERRIDE
30
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GOVERNOR OVERRIDE SYSTEM FOR
TVM170, 195 AND 220 ENGINES
This system will be found starting on 1985 production models, and will not retrofit onto older engines. It is designed to allow the governor to regulate the low and high speeds of the engine. The high speed is adjusted at the top screw of the override lever; to increase R.P.M. turn the screw out
(counterclockwise), to decrease R.P.M. turn the screw in
(clockwise). The low speed is adjusted at the bottom screw of the override lever; to increase R.P.M. turn the screw in or clockwise, to decrease R.P.M. turn the screw out or counterclockwise (diag. 31).
MAIN MIXTURE
SCREW
HIGH SPEED
ADJUSTMENT SCREW
LOW SPEED ADJUSTMENT SCREW
TVM ENGINES WITH GOVERNOR OVERRIDE
31
GOVERNED / NON-GOVERNED IDLE
With the engine throttle set at its lowest speed, set the governed idle at the designated RPM by bending the idle
RPM tab or adjusting a screw. Next set the non-governed idle by pushing the bottom of the governor lever away from the control brackets, so the throttle lever contacts the idle speed screw. Hold the lever in this position and turn the idle adjustment screw clockwise to increase or counterclockwise to decrease engine idle speed. The setting on the carburetor screw should be set 600 RPM below the governed idle setting. This setting prevents the throttle plate from closing when going from high speed RPM to low speed RPM. If improperly adjusted, the engine could experience an over lead condition.
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CHAPTER 5 REWIND STARTERS
GENERAL INFORMATION
Rewind starters used on vertical shaft Tecumseh engines are top mount horizontal pull style or side mount vertical pull style. Horizontal shaft engines use side mounted starters which can be mounted to pull either vertically or horizontally.
All rewind starters except the vertical pull style turn the engine over by engaging a dog(s) into the starter cup attached to the engine flywheel. The vertical pull starter engages the starter gear into the ring gear of the flywheel to turn the engine over. All starters are spring loaded to retract the dog(s) or starter gear when the engine speed exceeds the turning speed of the starter.
OPERATION
As the starter rope is pulled, the starter pulley rotates on the center pin. The starter dog(s) is pinned or pocketed in the pulley hub and extends outward when the pulley's rotation forces the starter dog(s) to contact the ears on the retainer.
The retainer ears act as a ramp to fully extend the starter dog(s). The fully extended starter dog(s) locks in contact with notches in the starter cup. When the engine fires and the rotational speed of the starter cup exceeds the starter pulley, the starter dog(s) disengages from the starter cup. The starter dog spring(s) returns the starter dog(s) to the disengaged position. The recoil spring turns the starter pulley in the opposite direction, retracting the starter rope until the handle contacts the stop.
COMPONENTS
HANDLE
ROPE
PULLEY AND REWIND
SPRING ASSY.
STARTER HOUSING
HANDLE
HOUSING
SPRING & KEEPER
STARTER DOG
DOG SPRING
WASHER
RETAINER
BRAKE SPRING
WASHER
SPRING PIN
DOG SPRING
RETAINER
BRAKE SPRING
PULLEY
DOG
BRAKE WASHER
CAM DOG
CENTER SCREW
2
1
SERVICE
Starter related problems will require the starter to be removed from the engine to diagnose the cause. Visually inspect the starter dog(s), starter cup, retainer, springs, rope, washers, and the starter pulley for wear or breakage. Use one of the following procedures that applies to your application, to disassemble, repair, and assemble the starter. Always consult the Tecumseh Master Parts Manual for the correct replacement parts.
ROPE SERVICE
Rope replacement should be done using the correct part number replacement rope or braided rope of the correct diameter and length. Consult the Tecumseh Master Parts Manual to obtain the correct part number, length, and size required. Use the following rope chart to convert a numbered rope to a fractional diameter for bulk rope use.
# 4 1/2 rope = 9/64" (3.572 mm) diameter Part No. 730526 100' (30.48 meters) spool
# 5 rope
# 6 rope
= 5/32" (3.964 mm) diameter
= 3/16" (4.762 mm) diameter
Part No. 730514
Part No. 730516
100' (30.48 meters) spool
100' (30.48 meters) spool
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Standard rope lengths
54" (16.5 meters) standard stamped steel starter
61" (18.6 meters) vertical pull - horizontal engagement type
65" (20 meters) vertical pull - vertical engagement type
85" (26 meters) extended handlebar rope start
(compliance)
Check the old rope for the right length for the application.
Some applications require longer lengths. The rope ends should be cauterized by burning with a match and wiping the rope end with a cloth while hot.
Rope replacement can be done without the starter being disassembled on vertical pull starters that have "V" notches in the bracket. Use the following procedure for rope replacement.
1.
Remove the starter assembly from the engine.
2.
Turn the pulley until the staple in the pulley lines up with the "V" notch. Pry out the staple with a small screwdriver and remove the original rope (diag. 3).
3.
Turn the pulley counterclockwise to fully wind the starter return spring until tight. Allow the pulley to unwind until the hole in the pulley lines up with the "V" notch.
4.
Hold the pulley in this position and feed the new rope through the hole and tie a left-handed knot on the rope end. Make sure the rope and knot do not protrude from the knot cavity and bind the pulley rotation.
RETAINER REPLACEMENT
(DIAGRAM 4)
1.
Remove the starter handle if the retainer is a complete circle design. Remove the staple and old retainer.
2.
Slide the rope retainer into the proper position and insert the staple using a pliers.
3.
Install the starter handle and tie a left hand knot to secure the handle.
STYLIZED REWIND STARTER (TVS, HM,
TVM, TVXL), AND STAMPED STEEL
STARTER (HM, VM, TVM, TVXL)
Disassembly Procedure
1.
After removing the rewind assembly from the engine blower housing, release the tension on the rewind spring. This can be done by removing the starter handle and carefully allowing the rope to unwind in the starter housing assembly.
2.
Place a 1" (25 mm) deep well socket under the retainer.
Set the rewind on a bench, supported on the socket.
3.
Use a 5/16" (7.938 mm) or 1/4" (6.35 mm) (for stamped steel) roll pin punch to drive out the center pin. The stamped steel center pin is driven out from the top, inside the center hole. Move the punch around while driving the pin to help keep the pin straight.
ONE PIECE ROPE RETAINER
HANDLE
ROPE
PULLEY AND REWIND
SPRING ASSY.
STARTER DOG
LEFT-HAND
KNOT
DOG SPRING
WASHER
RETAINER
BRAKE SPRING
WASHER
SPRING PIN
3
4
STARTER HOUSING
5
6
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CAUTION: THIS REWIND SPRING IS NOT SECURED IN A CANISTER. PULLEY BOSSES HOLD THE REWIND
SPRING AND COVER, AND CAN BE EASILY DISLODGED DURING HANDLING.
4. Remove the brake spring, spring retainer, washers, and pulley assembly (diag. 7)
NOTE: THE STARTER DOGS FACE OUT ON THE STAMPED STEEL STARTER AND THE DOGS FACE IN ON THE
STYLIZED REWIND STARTER.
5. All components in need of service should be replaced.
Assembly Procedure
STARTER HOUSING
SPRING PIN 1/8"
FROM TOP
NOTE: It is critical to support the starter on a deep well
socket to prevent damage.
LEFT-HAND
KNOT
HANDLE
INVERT
AND
SUPPORT
THIS AREA
1.
Reverse the disassembly procedure. The starter dogs with the dog springs must snap back to the center of the pulley (disengaged position). When the rope is pulled, the tabs on the retainer must be positioned so that they will force the starter dogs to engage the starter cup. (diag. 7 & 8)
2.
Always replace the center spring pin with a new one upon reassembly. Place the two new plastic washers between the center leg of the starter and the retainer.
New plastic washers are provided with a new center spring pin. Discard the old plastic washer.
HANDLE INSERT
ROPE
PULLEY AND REWIND
SPRING ASSY.
STARTER DOG
BRAKE SPRING
SPRING PIN
DOG SPRING
WASHER
RETAINER
WASHER
7
3.
Prior to reinstalling the new spring pin, invert the housing and support the center of the housing on a socket approximately 3/4" (19 mm). Drive the pin into the housing until 1/8" (3.1 mm) as shown. (diag. 7 & 8)
NOTE: DO NOT DRIVE THE CENTER PIN IN TOO FAR.
SPRING PIN 1/8"
FROM TOP
INVERT AND
SUPPORT THIS
AREA
STARTER
HOUSING
HANDLE
The retainer will bend and the starter dogs will not engage the starter cup. On the stamped steel starter the center pin should be driven in until it contacts the shoulder in the starter body.
PULLEY AND REWIND
SPRING ASSY.
ROPE
4.
Apply tension to the recoil spring by winding the pulley counterclockwise until it becomes tight, then allow the pulley to unwind until the hole in the pulley lines up with the rope eyelet in the starter housing. Install a knotted rope through the pulley and the eyelet and install the handle. A left-hand knot should be tied on the end of the rope to secure the handle.
STARTER DOG
DOG SPRING
WASHER
RETAINER
BRAKE SPRING
WASHER
SPRING PIN
8
STYLIZED REWIND STARTER WITH
PLASTIC RETAINER
Disassembly Procedure
1.
After removing the rewind assembly from the engine blower housing, remove the starter handle by first pulling a length of rope out using the handle, tying a temporary knot in the exposed rope, and either untying the knot in the handle or prying out the staple.
2.
Untie the temporary knot and slowly allow the rope to fully retract into the starter housing and the recoil spring to fully unwind.
3.
Remove the decal from the center of the starter housing.
4.
Use a small Phillips screwdriver or similar tool to pry the retainer legs apart and lift out the retaining wedge
(or steel clip on newer style starters).
5.
Pinch the legs of the retainer together and pull on the head of the retainer to remove it from the housing.
6.
Remove the pulley assembly from the recoil housing.
7.
Repair or replace as necessary.
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Assembly
LEFT-HAND
KNOT
RETAINING WEDGE
(STEEL CLIP - NEW STYLE)
1.
If replacing the starter rope, see Step 8.
Recoil starters are under heavy tension.
Extreme caution should be used when working with these parts and always wear safety glasses, leather gloves and a heavy, long sleeved shirt.
2.
Install a new recoil spring/pulley assembly into the starter housing.
3.
Replace or check that both starter dogs are in the pulley pockets and that the dog springs are hooked on the outer surface of the starter dog.
4.
Pinch the two legs of the plastic retainer together and slightly push the retainer into the center shaft hole.
5.
Rotate the retainer so the two tabs on the bottom of retainer contact the dog on the inward side so when the rope is pulled the retainer tabs cause the dogs to flair outward. Push the retainer in until the leg prongs pop out of the center shaft.
6.
Turn the starter over and snap the locking tab between the retainer legs, replace the top decal.
The service replacement retaining wedge is spring steel.
7.
Apply tension to the recoil spring by winding the pulley counterclockwise until it becomes tight, then allow the pulley to unwind until the hole in the pulley lines up with the rope eyelet in the starter housing. Install a knotted rope through the pulley and the eyelet and install the handle. A left-hand knot should be tied on both ends of the rope to secure the handle and rope in pulley.
STARTER
HOUSING
STARTER PULLEY
SPRING & COVER
DOG SPRING
STARTER DOG
DOG RETAINER
9
STANDARD STAMPED STEEL AND CAST
ALUMINUM STARTER (HM, VM)
Disassembly Procedure
1.
Untie the knot in the rope and slowly release the spring tension.
2.
Remove the retainer screw, retainer cup (cam dog on snow proof type), starter dog(s) and dog spring(s), and brake spring (diag. 10).
3.
Turn the spring and keeper assembly to remove the pulley. Lift the pulley out of the starter housing. Replace all worn or damaged parts.
INVERT AND
SUPPORT THIS
AREA
HANDLE
HANDLE INSERT
ROPE
PULLEY
Assembly Procedure
1.
Apply a light coat of NON-FREEZE grease to the spring before installing into the pulley. Install the pulley assembly into the starter housing.
2.
Install the brake spring, starter dog(s), and starter dog return spring(s). The starter dog spring(s) must hold the dog(s) in against the pulley. On Snow King engines the starter dog posts should be lubricated with S.A.E.
30 engine oil to prevent oxidation.
38
CAM DOG
WASHER www.mymowerparts.com
STARTER
HOUSING
REWIND
SPRING AND
KEEPER ASSY.
DOG SPRING
STARTER DOG
DOG RETAINER
RETAINER SCREW
BRAKE SPRING
SPRING PIN
10
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3.
Replace the retainer cup (cam dog on snow proof starter) and retainer screw. Tighten to 65 - 75 in. lbs.
Older models that use a 10 - 32 retainer screw can be replaced with a larger 12 - 28 screw (part # 590409A).
Re-drill the screw hole using a 13/64" (4.35 mm) drill bit. The center screw torque on cast aluminum starters is 115 to 135 in. lbs (13 - 15 Nm) (diag. 11 & 12).
4.
Add-on alternator starters must have the center tubular rivet replaced each time the tubular rivet is removed.
The tubular rivet should be pressed to a depth of 1/4"
(3.175 mm) from the top of the starter housing. Skip this step if not applicable.
5.
Apply tension to the recoil spring by winding the pulley counterclockwise until it becomes tight, then allow the pulley to unwind until the hole in the pulley lines up with the rope eyelet in the starter housing. Install a knotted rope through the pulley and the eyelet and install the handle. A left-hand knot should be tied on the end of the rope to secure the handle.
6.
If a centering pin is used, be sure to align with the crankshaft (bottom pin in center screw hole). Install nylon sleeve 1/8" (3.175 mm) onto pin. Position nylon sleeve in aligning recess in the crankshaft. START two mounting screws in blower housing 90 o apart.
With sleeve centered in crankshaft, gently push the starter in place, tighten the two mounting screws, insert and tighten the other two screws.
LEFT-HAND
KNOT
HANDLE
BRAKE SPRING
RETAINER
HANDLE
HOUSING
SPRING &
KEEPER ASSY.
PULLEY
DOG SPRING
RETAINER SCREW
CENTER PIN
11
HOUSING
SPRING &
KEEPER
PULLEY
VERTICAL PULL STARTER HORIZONTAL
ENGAGEMENT TYPE
Disassembly Procedure
1.
Remove the handle and relieve the starter spring tension by allowing the rope to slip past the rope clip.
2.
Remove the spring cover by carefully removing the two small screws. Carefully take out the spring.
3.
Remove the center hub screw and the spring hub.
4.
Lift off the gear and pulley assembly. Disassemble the pulley assembly by removing the snap ring and washer
(diag. 13).
5.
Remove the starter rope if necessary. Replace all worn or damaged parts.
DOG SPRING
RETAINER
BRAKE SPRING
HANDLE
ROPE CLIP
DOG
BRAKE WASHER
CAM DOG
CENTER SCREW
ROPE
12
SCREW
MOUNTING
BRACKET
SNAP
W
SCREW
SPRING
PULLEY
SPRING
HUB
13
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Assembly Procedure
1.
Insert the rope through the starter pulley.
2.
Assemble the gear, pulley, washer, and snap ring.
3.
Place a small amount of grease on the center shaft, place the gear and pulley into position making sure the brake spring loop is positioned over the metal tab on the bracket. The rope clip must fit tightly onto the bracket. The raised section fits into the hole in the bracket (diag. 14 & 15).
4.
Install the hub and hub screw. Torque the hub screw to
45 - 55 in. lbs. (5 - 6 Nm). A loose hub screw will prevent the rope from retracting.
5.
Install the return spring if necessary. A replacement spring is installed by placing the spring and its retainer over the top of the pulley and pushing the spring out of the retainer into the pulley's recessed area.
6.
Install the spring cover and the cover screws.
7.
Wind the rope onto the pulley by slipping it past the rope clip. When the rope is fully wound on the pulley, wind the pulley assembly two additional turns to put tension on the spring.
8.
Mount the starter on the engine making sure the top of the starter gear teeth are no closer than 1/16" (1.59
mm) from the top of the flywheel ring gear teeth.
ROPE CLIP
RAISED SPOT
14
LEFT-HAND
KNOT
RECEPTACLE
FOR RAISED
SECTION
MOUNTING BRACKET
TAB MUST FIT INTO
SPRING LOOP
BRAKE
15
VERTICAL PULL STARTER, VERTICAL
ENGAGEMENT TYPE
Disassembly Procedure
1.
Pull out enough rope to lock the rope in the "V" of the bracket.
2.
Remove the handle if necessary by prying out the small staple in the handle with a screwdriver.
3.
Place the starter bracket on the top of a deep well socket that is large enough to receive the head of the center pin. Use an arbor press to drive out the center pin.
4.
Rotate the spring capsule strut until it is aligned with the legs of the brake spring. Insert a nail or pin no longer than 3/4" (19.05 mm) through the hole in the strut so it catches in the gear teeth. This will keep the capsule in the wound position (diag. 16).
5.
Slip the sheave out of the bracket.
CAUTION: DO NOT ATTEMPT TO REMOVE THE
SPRING CAPSULE FROM THE SHEAVE
ASSEMBLY UNLESS THE SPRING IS FULLY
UNWOUND.
6.
Squeeze and hold tightly by hand the spring capsule at the outer edge against the gear sheave.
ROTATE
COUNTERCLOCKWISE
STRUT PIN
16
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7.
Remove the retainer pin from the strut and slowly relieve the spring tension by allowing the spring capsule to rotate slowly under control, until completely unwound.
The spring capsule can now be removed from the gear sheave.
ORIGINAL INSTALLATION WITH STAPLE
INSTALL NEW
ROPE BY TYING
LEFT-HAND
KNOT
LEFT-HAND
KNOT
Assembly Procedure
1.
Feed the new rope through the hole and tie a lefthanded knot on the rope end. Make sure the rope and knot do not protrude from the knot cavity and bind the pulley rotation (diag. 17).
2.
Wind the rope on the sheave assembly clockwise, viewing the gear from the gear side of the sheave.
3.
Reinstall the brake spring, being careful not to spread the spring more than necessary.
4.
Install the spring capsule, making sure the starter spring end hooks on the gear hub (diag. 18).
5.
Wind the spring four full turns and align the brake spring legs with the strut as shown. Insert the pin in the strut
(diag. 19).
6.
If the starter is equipped with a locking or delay pawl and spring, make sure these are in place before grasping the gear and spring capsule assembly and sliding it into the bracket. Make sure the legs of the brake spring are positioned in the slots of the bracket.
7.
Feed the rope end under the rope guide and hook it into the "V" notch. Remove the pin and the strut will rotate clockwise against the bracket (diag. 21).
8.
Insert the new center pin by pressing or driving the pin firmly in place. Reinstall the starter assembly on the engine (diag. 21).
GEAR HUB
REINSTALL
LEFT-HANDED
KNOT
STARTER SPRING
END
SPRING HOOKED ON
GEAR HUB
18
PRY STAPLE
OUT TO
REMOVE OLD
ROPE
ROTATE SPRING
4 FULL TURNS
17
19
STARTER HANDLE
ROPE
PULLEY
BRAKE
PAWL SPRING *
CLIP *
KEY*
ROPE CLIP
BRACKET
"V"ROPE WEDGE
* USED ON SOME MODELS
SPRING
ASSY.
STRUT
PAWL
LOCKING PAWL*
PIN
20
GUIDE BRAKE ENDS
THROUGH SLOT
WHEN PIN IS REMOVED STRUT
WILL ROTATE 45 o CLOCKWISE
21
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CHAPTER 6 ELECTRICAL SYSTEMS
GENERAL INFORMATION
The electrical system consists of three main elements: a battery, a starting circuit, and a charging circuit. The battery is part of both the starting and charging circuit. The battery should be checked before going into any extensive starter or charging system checks. If a battery has a shorted cell, overcharging can result, and the regulator or rectifier may appear to be at fault. If a cell has an open or high resistance connection, the electric starter operation will be affected.
The power source used to provide the energy to turn an electric starter motor on Tecumseh engines is either 120 volt A.C.
current or 12 volt D.C. An A.C. starter circuit utilizes a 120 volt power source instead of a battery. The 12 volt battery models require a charging system to maintain proper battery charge.
The starting circuit includes the battery, battery cables, starter or ignition switch, safety switches, and an electric starter motor.
The charging system consists of alternator charge coils, rectifiers or diodes, regulator, ignition switch, flywheel magnets, and a battery. All engines that have a charging system will use a combination of some or all of these features.
OPERATION
STARTING CIRCUIT AND ELECTRIC
STARTERS
After all of the safety interlock switches have been activated, the starter switch will complete the circuit. A strong magnetic force is produced by the electrical current running through the armature windings. The armature magnetism repels the magnetism produced by the permanent field magnets of the electric starter. The repelling magnetic forces cause the armature to rotate, moving the drive pinion laterally on the splined armature shaft, meshing the starter pinion gear with the flywheel ring gear. When the drive pinion contacts the stop at the end of the armature shaft, the pinion rotates along with the armature shaft to crank the engine. The armature and pinion remain positively engaged until the engine fires and the flywheel rotates faster than the armature. The greater momentum of the flywheel throws the starter pinion gear out of mesh and forces the starter pinion back to the disengaged position. After the switch is released, the starting circuit is opened and the armature coasts to a stop. A small anti-drift spring holds the pinion in the disengaged position (diag. 1).
CHARGING CIRCUIT
When a conductor (alternating coils) cuts the magnetic field generated by the magnets in the flywheel, a current will be induced in the alternator coil. The permanent magnets in the flywheel have a magnetic field in which the lines of magnetic force run from the North Pole to the South
Pole. As the flywheel rotates and the position of the magnets change, the direction of the magnetic field changes or alternates. The alternating coils are wound in different directions to allow current to flow as an A.C.
waveform (diag. 2).
BRUSHES
BRUSH SPRINGS
BRUSH CARD
HOUSING
LOCK NUT
BOLT
END CAP
WASHER
NUTS
SPRING
RETAINER
RETAINER
SPRING
GEAR
DUST COVER
ARMATURE
THRUST WASHER
END CAP
ENGAGING NUT
1
ROTATION OF FLYWHEEL
2
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CONVERTING ALTERNATING CURRENT TO
DIRECT CURRENT
ANODE
CATHODE
In order to charge a battery, it is necessary to convert alternating current (A.C.) to direct current (D.C.). This is accomplished by using a diode or rectifier (diag. 3). A single diode makes use of only one half of the A.C. signal and is known as HALF WAVE RECTIFICATION (diag. 4). This is acceptable in certain applications. In certain situations it is necessary to make use of the entire A.C. signal. To accomplish this, multiple diodes in a bridge configuration are used to produce FULL WAVE RECTIFICATION (diag.
5).
DIRECTION OR FLOW OF CURRENT
Ý
BAND OR OTHER
MARKING INDICATES
CATHODE END
3
Current flows through a diode when the anode is more positive than the cathode. The cathode end of the diode should point toward the battery when diode is used between a charging system and a battery.
HALF WAVE RECTIFIER SINGLE DIODE
The single diode allows only the positive half of the A.C. signal through. It does not allow the negative portion through.
+ VOLTAGE
HALF WAVE RECTIFIER
(SINGLE DIODE)
+ VOLTAGE
- VOLTAGE
A.C. INPUT
- VOLTAGE
D.C. OUTPUT
4
FULL WAVE RECTIFIER (BRIDGE
RECTIFIER)
+ VOLTAGE
FULL WAVE RECTIFIER
(BRIDGE RECTIFIER)
The full wave rectifier makes use of the entire A.C. signal, converting it to D.C.
- VOLTAGE
A.C. INPUT
COMPONENTS
BATTERY
A.C. INPUT
+ VOLTAGE
(D.C.)
The batteries used in conjunction with Tecumseh engines are 12 volt lead acid or “maintenance free” style. The chemical energy produced by the dissimilar metals of the battery plates provides a electrical potential that is used to power the electric starter or unit accessories. Consult the original equipment manufacturer’s service manual for battery size, capacities, and testing procedure.
WIRING
+ VOLTAGE
- VOLTAGE
D.C. OUTPUT
5
The wires used in Tecumseh electrical systems are copper stranded with an insulated coating around the copper strands.
CONDITION: All wiring must be fully insulated between connection points, securely fastened and free of foreign material
(such as rust and corrosion) at the connection points. This is especially important in the use of batteries where much of the potential may be lost due to loose connections or corrosion. Remember to check the insulation on the wire. All it takes is a pin hole to "ground out" on the engine or frame. This is of special concern when moisture or water is present.
This may cause the engine to run erratically or be impossible to start.
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WIRE GAUGE: The proper thickness of wire is necessary
in all electrical circuits. Wire diameter is measured in increments of gauge numbers. As the gauge number of the wire increases, the wire diameter decreases in size
(diag.6).
1.
The starter circuit wiring must be rated at #6 or lower gauge number.
2.
The charging circuit wiring must be rated at #16 or lower gauge number (20 amp system requires #14 or lower gauge number).
THE LARGER THE NUMBER THE SMALLER THE WIRE
# 18
# 6
6
3.
The magneto circuit wiring (ground circuit) must be rated at #18 or lower gauge number.
Tecumseh's standard engine wiring color codes, effective August, 1992 are as follows:
Code Product
Yellow
Red
-
-
Alternator A.C. Leads
Alternator D.C. + Leads
Brown
Black
Orange
-
-
-
Alternator D.C. - Leads
Alternator Ground Leads, Battery Ground Leads
12 Volt Starter B + Leads
Dark Green Ignition Shut-Off Leads
NOTE: PRIOR TO AUGUST 1992, WIRE CODES CHANGED ACCORDING TO MODEL AND SPECIFICATION
NUMBERS.
ELECTRICAL TERMS
ALTERNATOR - An alternator consists of coils of wire
wound around a metal lamination stack. When a magnet is moved past the coils, a current is induced in the coils. In general, the greater the number of coils, the greater the output of the alternator (diag. 7).
IGNITION COIL - The ignition coil is used to fire the spark
plug. It is completely independent from the alternator coils.
RECTIFIERS and DIODES - Charging a battery requires
that the alternating current produced by the alternator be changed to direct current. This is accomplished by using a diode or rectifier.
REGULATOR/RECTIFIERS - This combines a regulator
with a rectifier. The regulator prevents overcharging of the battery and the rectifier changes the alternating current to direct current (diag.8, 9, 10).
CONDUCTORS - A conductor is a material that allows an
electric current to pass through it. All metals are conductors of electricity, but some are better conductors than others.
Silver, copper and gold are some of the better known conductors. As the temperature of the conductor increases, the resistance increases.
INSULATORS - An insulator is a material that will not allow
an electric current to pass through it. Some of the more common materials that are insulators are glass, plastic, rubber, ceramics and porcelain.
7
8
9
10
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BASIC CHECKS
Before going into extensive checks, be sure to perform the more basic checks first, such as:
1.
Battery defective or not charged.
2.
Corroded or loose terminals and connections, or wrong connections.
3.
Cracked insulation or broken wires.
4.
A wire "grounding out" in the system.
5.
Defective switch.
6.
Operator presence system functioning properly.*
*NOTE: ALL LAWN AND GARDEN TRACTORS BUILT AFTER JULY OF 1987 ARE REQUIRED TO HAVE AN OPERATOR
PRESENCE SYSTEM AND MANY CAME EQUIPPED WITH SUCH A SYSTEM PRIOR TO THIS DATE. IF THE TRACTOR
IS "CUTTING OUT" OR WILL NOT START, THIS IS AN AREA THAT SHOULD BE CHECKED OUT.
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TROUBLESHOOTING ELECTRICAL STARTER CIRCUIT FLOW CHART
Starter will not turn
Intermittent starter operation
Starter turns at low rpms or stalls under load
NO
Is there power at the power source?
YES
Repair or replace power source
NO
Is power supplied to the starter terminal?
YES
46
Check wiring, connections, safety switches, starter switch
NO
Isolate engine from the equipment, does engine turn over?
YES
Check starter for binding brushes, worn brushes, dirty or oily commutator
NO
Internal engine failure or flywheel interference
Remove spark plug, does engine turn over freely?
YES
Repair or replace equipment causing excessive loading
NO
YES
Reinstall spark plug, does engine bind on compression stroke?
YES
Check valve lash.
Adjust if necessary. Does the engine turn over without binding now?
Repair or replace electric starter
Internal engine failure, repair or replace engine
NO
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TROUBLESHOOTING ELECTRICAL CHARGING CIRCUIT FLOW CHART
Identify the charging system used by model and specification number or visually check the electrical plug
Consult the Quick Reference
Service Guide for test procedures on the different charging systems available.
Test for either AC or DC voltage as directed at the proper engine
RPM
NO
Is the voltage greater than or equal to the minimum value?
YES
NO
Is AC voltage before diode or rectifier greater than the minimum value?
YES
Alternator coil failure, replace coil assy.
Check diodes, replace if no continuity exists or if continuity exists reversing test leads
Check fuses, replace as necessary
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Check wiring, switches, or ammeter for breaks, shorts
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TESTING PROCEDURE
STARTING CIRCUIT
1.
Check the power source using an electrical tester and follow the testers recommended procedure. Make sure the battery meets the minimum battery voltage requirements found in the original equipment manufacturer's service manual.
2.
Check the electric starter terminal for the required voltage (12v D.C. or 120 v A.C.) using a voltmeter.
CAUTION: FOLLOW ALL SAFETY PRECAUTIONS WHEN TESTING FOR A.C. VOLTAGE, ELECTRIC SHOCK
CAN KILL.
3.
Check wiring, connections, fuses, ignition or starter switch, safety switches, or solenoid for continuity using a ohmmeter or a continuity light. Repair or replace as necessary.
4.
Remove all equipment loads from the engine. Take off all drive belts, chains, and couplers to isolate the engine from the equipment it is powering.
5.
Try to turn the engine over using the recoil assembly if equipped. If the engine doesn’t turn over, a mechanical binding may be the cause. Check for proper lubrication (oil level and viscosity), starter gear and flywheel ring gear interference.
If no problem is discovered, the problem is an internal failure.
6.
If the engine binds only on the compression stroke, check the engine valve clearance per the specification table in
Chapter 10. If the valve clearance is within the specifications, the camshaft (compression release) may require replacement. Valve clearance not within the listed specifications will require either resetting or grinding the valve stems to obtain the proper clearance.
7.
If the engine turns over freely, the electric starter should be disassembled and checked. If the preceding steps fail to correct the problem, the engine will require disassembly to find the mechanical failure. See Chapter 9 under
"Disassembly Procedure".
CHARGING CIRCUIT
The following pages will show wiring diagrams of several Tecumseh charging systems. The charging system used on the engine is best identified by obtaining the engine model number and the specification number on the engine. Consult a
Tecumseh dealer or a parts manual to identify the charging system. To make many of the tests it is necessary to run the engine and measure alternator output with a voltmeter. When making voltage tests with the engine running, it is not necessary to take readings at all the listed R.P.M.s. Checking at one of the speeds is sufficient.
In some cases an open circuit D.C. check cannot be made. An SCR (Silicon Controlled Rectifier) is located in the circuit which requires a minimum “turn on” voltage to allow it to conduct. Without the battery in the circuit this “turn on” voltage is not present. The SCR “senses” this and there will be no D.C. output from the regulator or rectifier.
Each charging system has its own testing procedure. Test the charging system using the applicable procedure on the following pages.
(+) POSITIVE LEAD
350 Milliamp Charging System
Models: Rotary Mower Engines Equipped with Electric Start
CHECKING THE SYSTEM: The battery must be in the
circuit to perform the test properly. Connect a voltmeter across the battery. The voltmeter should read the battery voltage. Start the engine. With the engine running, there should be an increase in the voltage reading. If there is no change in the voltage reading, the alternator is defective and should be replaced. See Chapter 9 for "Disassembly
Procedure" (diag. 11).
NOTE: SET THE VOLTMETER TO THE 0-20 VOLT D.C.
SCALE FOR THE TEST.
(-) ENGINE GROUND
MAGNETO GROUND
(GR)
BATTERY
GROUND (BL)
BLACK
D.C. OUTPUT
LEAD (RED)
ELEC. STARTER
LEAD (ORG)
RED
11
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18 Watt A.C. Lighting Alternator
Models: H35, HS & HSSK 40-50, HM &
HMSK 70-80-100
CHECKING THE SYSTEM: To check the system,
disconnect the plug from the rest of the lighting system.
Connect a wire lead from the single pin connector coming out of the engine to one terminal of a No. 4414, 18 watt bulb. Connect another wire lead to the other terminal of the bulb and run to a good ground on the engine. Start the engine and test the circuit using the A.C. voltmeter as shown (diag. 12).
With the engine running, minimum A.C. voltage across the bulb should be:
2000 R.P.M. - 6.0 Volts A.C.
3000 R.P.M. - 8.5 Volts A.C.
3600 R.P.M. - 10.0 Volts A.C.
If minimum values are noted, the alternator is okay. If less than the minimum values, the alternator is defective. See
Chapter 9 for "Disassembly Procedure".
#4414 BULB
ENGINE
YELLOW
12
1 Amp (18 Watt) Add-on Alternator
CHECKING THE SYSTEM: To check the system,
disconnect the plug from the rest of the lighting system.
Connect a No. 4414, 18 watt bulb in line with each terminal in the plug. Start the engine and test the circuit using a voltmeter as shown (diag. 13).
With the engine running, minimum A.C. voltage values across the bulb should be:
2000 R.P.M. - 8.0 Volts A.C.
3000 R.P.M. - 10.5 Volts A.C.
3600 R.P.M. - 12.0 Volts A.C.
If minimum values are noted, the alternator is okay. If the minimum values are not noted, the alternator or A.C.
connector is defective. See Chapter 9 for "Disassembly
Procedure".
YELLOW
YELLOW
#4414 BULB
D.C. Charging Adaptor
Rectifier Bridge Check With Ohmmeter for D.C.
Adaptor
The following tests should be performed without the engine running to determine the condition of the D.C. adaptor.
Continuity should exist during one of the two following tests.
No continuity should exist while performing the opposite test.
If continuity exists during both tests, or if no continuity exists during both tests, the D.C. adaptor is defective.
TEST NO. 1 - Connect negative probe of meter to red output
lead. Connect positive probe of meter to both A.C. terminals and black output lead (diag. 14).
BLACK
OUTPUT LEADS
BLACK
RED
A.C. TERMINALS
(continued on top of next page)
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RED
#4414
BULB
13
14
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TEST NO. 2 - Connect the positive probe of meter to red output lead. Connect the negative probe of meter to both A.C.
terminals and black output lead.
Connect the negative probe of meter to black output lead. Connect the positive probe of meter to both A.C. terminals and red output lead.
If the D.C. adaptor is not defective and a known good battery fails to hold a charge, then perform an A.C. output voltage test.
NOTE: PRIOR TO AUGUST 1992, THE BLACK WIRE WAS BROWN.
CHECKING THE SYSTEM: To check the system, disconnect the D.C. adaptor from the add-on alternator. Connect a No.
4414, 18 watt bulb in line with each terminal in the alternator. Start engine and test circuit using an A.C. voltmeter as shown (diag 14).
With the engine running, minimum A.C. voltage values across the bulb should be:
2000 R.P.M. - 8.0 Volts A.C.
3000 R.P.M. - 10.5 Volts A.C.
3600 R.P.M. - 12.0 Volts A.C.
If the minimum values are noted, alternator is okay. If the minimum values are not noted, the alternator or A.C. connector is defective.
2.5 Amp D.C., 35 Watt Lighting
To check this system follow the meter hook ups at the right, checking the D.C. negative and D.C. positive first. If output is below standard listed, pull back protective coating in front of the diode and check A.C. output. If A.C. is good check each diode it services as requested see parts list.
(diag. 15)
TWO DIODES
RED
D.C.
TO POSITIVE
SIDE OF
BATTERY
D.C. NEGATIVE
OUTPUT LEAD
(BROWN D.C.)
D.C. value (+) or (-) check. A.C. outputs both sides.
R.P.M. D.C. Volts
2500 - 8.0 Volts D.C.
3000 - 9.5 Volts D.C.
3300 - 10.5 Volts D.C.
3600 - 11.5 Volts D.C.
R.P.M. Volts A.C.
2500 - 18 Volts A.C.
3000 - 22 Volts A.C.
3600 - 26 Volts A.C.
NOTE: These minimum numbers should be obtained by
your meter and will often be higher.
A.C.
D.C.
D.C. POSITIVE
OUTPUT LEAD
(RED D.C.)
15
3 Amp A.C. Lighting Alternator
Models: H & HSK 30- 35, HS & HSSK 40, H &
HSK 50-60, HH50-60, HM & HMSK 70-80-100,
HHM80
Before making any exterior tests, check for an inoperative switch, shorted wires and burned out headlight and/or stop tail light. To check out the alternator, check the A.C. lead to ground (diag. 16).
With engine running, minimum values should read:
HEAD & TAIL LIGHT
YELLOW
GREEN
2500 R.P.M. - 8.0 Volts A.C.
3000 R.P.M. - 9.5 Volts A.C.
3300 R.P.M. - 10.5 Volts A.C.
3600 R.P.M. - 11.5 Volts A.C.
STOP LIGHT
If the above minimum readings are noted, the alternator is okay. Check for defective lights, wiring or switches. If less than the above readings, the alternator is defective. See
Chapter 9 for "Disassembly Procedure".
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YELLOW
IGNITION GROUND
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NOTE: ON OLDER POINT IGNITION SYSTEMS, THE A.C.
OUTPUT LEADS ARE BLACK AND RED.
3 Amp D.C. Alternator System - Rectifier
Panel
This 3 amp system is readily identified by the rectifier panel in the circuit. The panel includes two diodes and a fuse for overload protection. The rectifier panel does not regulate the output of this system.
CHECKING THE SYSTEM: Check the fuse to determine if
it is good. A continuity light or ohmmeter can detect a faulty fuse. Replace with a six (6) amp fuse if necessary.
Determine if the diodes are functioning properly. A continuity light may be used to check diodes. (diag. 17).
When replacing the diode in the rectifier panel, locate the undercut on one end of the diode and match it to the detent on terminal clip of the rectifier panel.
Test the D.C. output of the rectifier panel as follows:
Disconnect the battery lead from the terminal of rectifier panel. Use D.C. voltage meter probe on + battery terminal as shown in the diagram (diag. 18). Connect negative lead to engine ground.
Minimum values should read:
2500 R.P.M. - 12.0 Volts D.C.
3000 R.P.M. - 14.0 Volts D.C.
3300 R.P.M. - 16.0 Volts D.C.
3600 R.P.M. - 18.0 Volts D.C.
If these minimum readings are noted, the system is okay.
Check for bad battery, ammeter, wiring, etc.
If less than above reading, proceed to make an A.C. output check. With the battery lead disconnected from rectifier panel, probe the A.C. terminals with the voltmeter on the
A.C. scale (diag. 19).
Minimum values should read:
2500 R.P.M. - 24.0 Volts A.C.
3000 R.P.M. - 29.0 Volts A.C.
3300 R.P.M. - 32.0 Volts A.C.
3600 R.P.M. - 35.0 Volts A.C.
If less than above output, generating coil assembly is defective. See Chapter 9 for "Disassembly Procedure".
NOTE: There is no regulator in this system. The total output
of the two diodes is three (3) AMPS. If the battery is overcharging (boiling and bubbling), reduce the D.C. input by one-half by removing one of the diodes.
GREEN
YELLOW
PROBE
-
+
17
YELLOW
D.C. VOLTMETER
FUSE
+
-
TO ENGINE
GROUND
18
RECTIFIER PANEL
MOUNTED ON
ENGINE
A.C.
VOLTMETER
FUSE
19
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3 Amp DC Alternator System - Diode in
Harness Sleeve
Models: H30-35, HS40, H50-60, HH50-60,
HM70-80-100, HHM80
This system has a diode included in the red wire which converts the alternating current (A.C.) to direct current.
The direct current (D.C.) is used to provide a trickle charge for the battery. The leads from the alternator and the type of connector may vary, but the output readings will be the same.
CHECKING THE SYSTEM: Remove the fuse from the fuse
holder and check the fuse to make certain it is good. If faulty, replace with a six (6) AMP fuse.
To check D.C. output, separate the connectors at the engine. Place the probe (+) in the red wire lead connector.
Ground the other probe to the engine (diag. 20).
With the engine running minimum values should read:
2500 R.P.M. - 8.0 Volts D.C.
3000 R.P.M. - 9.5 Volts D.C.
3300 R.P.M. -10.5 Volts D.C.
3600 R.P.M. -11.5 Volts D.C.
If these minimum readings are noted, the system is okay.
Check for bad battery, ammeter, wiring, etc.
If less than the above readings, proceed to make an A.C.
output check by pulling back the protective coating from the fuse holder and diode. Using an A.C. voltmeter, check voltage from a point between the engine and the diode as shown in the diagram (diag. 21).
With the engine running, minimum values should read:
2500 R.P.M. - 18.0 Volts A.C.
3000 R.P.M. - 22.0 Volts A.C.
3300 R.P.M. - 24.0 Volts A.C.
3600 R.P.M. - 26.0 Volts A.C.
If low or no voltage is experienced, replace the alternator. If the alternator puts out the minimum A.C. voltage, replace the diode.
To replace the diode, disconnect at plug (spade terminal) and cut the wire on the opposite end of the diode at the solderless (crimped) connector. Remove 1/4" (6.35 mm) of insulation from the cut end of the wire and twist the strands together. Place the solderless connector from the new diode onto the exposed 1/4" (6.35 mm) wire and crimp the connector with a standard electricians pliers. Reconnect plug end (or spade connector (diag. 22).
PROBE (+)
GROUND
SOLDERLESS
CONNECTOR
Þ
FUSE HOLDER
RED
GREEN
PROBE (+)
RED
GROUND
DIODE
GREEN
SPADE
CONNECTOR
22
20
21
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5 Amp Alternator System Regulator-Rectifier
Under Blower Housing
CHECKING THE SYSTEM: An open circuit D.C. voltage
check cannot be made with this system. If a known good battery fails to maintain a charge, proceed to make an
A.C. voltage test.
To do this, the blower housing must be removed, and the regulator-rectifier must be brought outside of the blower housing.
Disconnect the red D.C. output connector at the wiring harness and connect the probes from an A.C. voltmeter to the wire terminals at the regulator-rectifier (diag. 23).
INSERT PROBES INTO
CONNECTOR SLOTS.
DO NOT REMOVE
CONNECTOR WIRES.
A.C. VOLTMETER
CAUTION: AT NO TIME SHOULD THE ENGINE
BE STARTED WITH THE BLOWER HOUSING
REMOVED.
CAUTION: BLOWER HOUSING MUST BE
INSTALLED WHEN RUNNING ENGINE
23
With the engine running, the minimum values should read:
2500 R.P.M. - 19.0 Volts A.C.
3000 R.P.M. - 23.0 Volts A.C.
3300 R.P.M. - 26.0 Volts A.C.
3600 R.P.M. - 28.0 Volts A.C.
If the minimum values are noted, the alternator is okay; the regulator-rectifier is defective. If less than above readings, the alternator is defective. See Chapter 9 for "Disassembly Procedure".
3 Amp D.C. 5 Amp A.C. Alternator
Models: H & HSK 50-60, HH50-60, HM & HMSK 70-80-90-100, TVM125-140-170-195-220,
TVXL195-220
This unit combines a 3 Amp D.C. system used to charge a battery with a 5 Amp A.C. system used for lighting.
Located in the red wire of the harness is a diode which converts the alternating current to direct current for charging the battery. The yellow wire provides the A.C. voltage for the lighting circuit.
RED
DIODE
YELLOW
D.C.
24
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CHECKING THE SYSTEM: To check the system,
disconnect the plug and measure the D.C. voltage at the red wire terminal (diag. 24). Measure the A.C. voltage at the yellow wire terminal. With the engine running, the minimum values should be:
3 Amp D.C.
2500 R.P.M. - 8.0 Volts D.C.
3000 R.P.M. - 11.0 Volts D.C.
3600 R.P.M. - 13.0 Volts D.C.
5 Amp A.C.
2500 R.P.M. - 8.0 Volts A.C.
3000 R.P.M. - 11.0 Volts A.C.
3600 R.P.M. - 13.0 Volts A.C.
If the above minimum values are noted, system is okay.
Check for defective lights, wiring or switches. If less than above values are noted, pull back the protective shrink tubing from the diode. Using an A.C. voltmeter, check the voltage going into the diode from alternator, at the lead on the alternator side of the diode (diag.25).
A.C.
YELLOW
RED
25
D.C. VOLTMETER
All Models
B + TERMINAL WIRE
With the engine running, the minimum values should read:
2500 R.P.M. - 20.0 Volts A.C.
3000 R.P.M. - 25.0 Volts A.C.
3300 R.P.M. - 26.5 Volts A.C.
3600 R.P.M. - 29.0 Volts A.C.
If low or no voltage is experienced, replace the alternator. If the alternator puts out the minimum A.C. voltage, replace the diode.
7 Amp Alternator System Regulator-Rectifier
External to Engine
CHECKING THE SYSTEM: To check the system,
disconnect the D.C. or B+ wire at the switch end and measure D.C. voltage between the lead and ground (diag.
26).
With the engine running, minimum values should read:
2500 R.P.M. - 9.0 Volts D.C.
3000 R.P.M. - 11.0 Volts D.C.
3600 R.P.M. - 14.0 Volts D.C.
If the minimum readings are noted, system is okay. Check for defective ammeter, wiring, etc. If less than the above readings, disconnect the plug from the regulator-rectifier, and insert the A.C. voltmeter probes in the two outside terminals (diag. 27).
With the engine running, minimum values should read:
2500 R.P.M. - 12.0 Volts A.C.
3000 R.P.M. - 14.0 Volts A.C.
3600 R.P.M. - 18.0 Volts A.C.
If the minimum readings are noted, the alternator is okay; the regulator-rectifier is defective. If less than the above readings, the alternator is defective. See Chapter 9 for
"Disassembly Procedure".
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REGULATOR/RECTIFIER
MUST BE GROUNDED
26
A.C.
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7 Amp Alternator System Regulator-
Rectifier Under Engine Block Housing
Models: H50-60, HH50-60, HM70-80-100,
HHM80, TVM125-140-170-195-220
FULL WAVE
HALF WAVE HALF WAVE
In this system, the regulator and rectifier are combined in one solid state unit mounted under the blower housing of the engine.
Various types of regulator-rectifiers have been used on different applications. Test procedures for all types are the same. However, regulator styles are not interchangeable
(diag. 28).
CHECKING THE SYSTEM: An open circuit D.C. voltage
check cannot be made with this system. If a known good battery fails to maintain a charge, proceed to make an
A.C. voltage test.
To do this, the blower housing must be removed, and the regulator-rectifier must be brought outside of the blower housing.
Keep the A.C. leads attached to the regulator-rectifier. Install the blower housing with the regulator-rectifier outside the housing. With an A.C. voltmeter probe the regulator as shown (diag. 29)
CAUTION: AT NO TIME SHOULD THE ENGINE
BE STARTED WITH THE BLOWER HOUSING
REMOVED.
With engine running, minimum A.C. voltage from lead to lead should be:
2500 R.P.M. - 16.0 Volts A.C.
3000 R.P.M. - 19.0 Volts A.C.
3300 R.P.M. - 21.0 Volts A.C.
3600 R.P.M. - 23.0 Volts A.C.
If the minimum readings are noted, the alternator is okay.
If the system fails to charge a known good battery, the regulator-rectifier must be defective.
MAGNETO GROUND - GREEN
D.C. OUTPUT LEAD-RED
CAUTION: BLOWER
HOUSING MUST BE
INSTALLED WHEN
RUNNING ENGINE
B+ TERMINAL WIRE
10 Amp Alternator System - Regulator-
Rectifier-External to Engine
GREEN
In this system, the regulator and rectifier are combined in one solid state unit.
CHECKING THE SYSTEM: To check the system,
disconnect the D.C. or B+ wire at the switch end and measure D.C. voltage between the lead and ground (diag.
30).
With the engine running, minimum values should read:
2500 R.P.M. - 13.0 Volts D.C.
3000 R.P.M. - 16.0 Volts D.C.
3600 R.P.M. - 20.0 Volts D.C.
YELLOW
If the minimum values are noted, the system is okay. Check for defective ammeter, wiring, etc. If less than the above readings, disconnect the plug from the regulator-rectifier, and insert the A.C. voltmeter probes in the two outside terminals (diag. 31).
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YELLOW
RED
28
INSERT PROBES INTO
CONNECTOR SLOTS
DO NOT REMOVE
CONNECTOR WIRES
A.C. VOLTMETER
29
REGULATOR/
RECTIFIER MUST BE
GROUNDED
30
31
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With the engine running, minimum values should read:
2500 R.P.M. - 16.0 Volts A.C.
3000 R.P.M. - 19.0 Volts A.C.
3600 R.P.M. - 24.0 Volts A.C.
If the minimum readings are noted, the alternator is okay; the regulator-rectifier is defective. If less than above readings, the alternator is defective. See Chapter 9 for
"Disassembly Procedure".
A.C. OUTPUT
YELLOW
A.C.
32
10 Amp Alternator
Models: H & HSK 50-60, HH50-60, HM & HMSK 70-80-100, HHM80,
TVM125-140-170-195-220
CHECKING THE SYSTEM: Unplug the connector at the wiring harness supplied by the OEM. Proceed to make an A.C.
output check. Place one lead of the A.C. voltmeter on the center plug of the connector. Place the other lead to engine ground (diag. 32).
With the engine running, minimum values should read:
2500 R.P.M. - 16.0 Volts A.C.
3000 R.P.M. - 20.0 Volts A.C.
3300 R.P.M. - 22.0 Volts A.C.
If less than above output, the alternator assembly is defective. See Chapter 9 for "Disassembly Procedure".
12 Amp D.C. Regulated Alternator
Models: HM80-100, OHM90-110, OHV110-130, TVM220
CHECKING THE SYSTEM: Unplug the connector at the wiring harness supplied by the OEM. Proceed to make an A.C.
output check. Place one lead of the A.C. voltmeter on the center plug of the connector. Place the other lead to engine ground.
With the engine running, minimum values should read:
2500 R.P.M. - 16.0 Volts A.C.
3000 R.P.M. - 20.0 Volts A.C.
3600 R.P.M. - 25.0 Volts A.C.
If less than above output, the alternator assembly is defective. See Chapter 9 for "Disassembly Procedure".
VOLTAGE REGULATORS
If a known good or load tested battery fails to maintain a charge, the charging system and the regulator can be checked using a voltmeter. Set the voltmeter on the 0-20 Volt D.C. scale and connect the probes across the battery terminals as shown. Note the battery voltage. Start the engine, the voltage reading should increase from the noted battery voltage but not exceed 15 Volts D.C. If no voltage increase is noted, proceed to make an A.C. voltage check using the applicable procedure. If the battery voltage exceeds 15 Volts D.C., or the proper minimum A.C. voltage is noted during the check, replace the regulator.
LOW OIL SHUTDOWN SWITCHES
Low Oil Shutdown (Brown Wire)
Check the LOS switch while it is in the engine. The engine must be level, and the oil level at the full mark. Place the speed control in the run position. Remove the spark plug wire from the spark plug. Install a gap type tester connected to the spark plug wire and a good engine ground. Spin the engine over using the electric or recoil starter. A bright blue spark should be seen at the tester. If not, remove the blower housing and disconnect the LOS lead from the ignition module. Reinstall the blower housing and spin the engine over. If spark occurs now, replace the LOS switch.
If no spark is seen, replace the ignition module.
Ground (Black Wire)
Ignition Coil (Green Wire)
ON/OFF LIGHTED ROCKER SWITCH WITH
LOW OIL SHUTDOWN (LOS)
33
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SERVICE
This section covers the service procedures for the 12 and 120 volt electric starters. For diagnosis of the starting circuit see “Electrical Starter Troubleshooting” in this chapter. Illustrations may not be identical in configuration to the starter being serviced, but procedures and tests apply unless otherwise stated.
12 VOLT OR 120 VOLT ELECTRIC
STARTERS WITH EXPOSED SHAFT
1.
Remove the plastic dust cover on the armature end
(diag. 34).
2.
Push down the spring retainer and remove the retainer ring.
3.
Slide off the spring retainer, anti-drift spring, gear, and drive nut.
4.
If internal service is necessary, scribe a line across the cap assemblies and armature housing to aid in reassembly.
5.
Remove the two or four retaining nuts from the through bolts holding the cap assembly.
6.
Slide off the cap assembly. The terminal insulator slides out of the commutator cap.
7.
Remove the armature.
8.
Inspect and replace as necessary.
9.
Use the reverse procedure for reassembly.
10. Inspect flywheel ring gear for damage before
installation.
12 VOLT D.C. OR 120 VOLT A.C. ELECTRIC
STARTERS WITH CAP ASSEMBLY
1.
Remove the retainer ring from the armature shaft
(diag.35).
2.
Remove the two nuts from the through bolts holding the cap assembly on.
3.
Slide off the cap assembly. The engaging nut, gear, spring, and spring retainer will remain in the cap assembly.
4.
If complete disassembly is required, refer to step # 4 in the previous section for additional steps.
5.
Inspect and replace as necessary. Use reverse procedure for assembly. ( For ease of assembly, place the armature into the brush end frame first.)
6.
Inspect flywheel ring gear for damage before installation.
GEAR
SPRING
RETAINER
RING
DRIVE NUT
SPRING
RETAINER CAP ASSY.
ARMATURE
34
35
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INSPECTION AND REPAIR
1.
The pinion gear parts should be checked for damage or wear. If the gear does not engage or slips, it should be washed in solvent ( rubber parts cleaned in soap and water) to remove dirt and grease, and dried before reassembly. Also check the armature and drive nut splines for wear or damage. Replace parts as necessary.
2.
The brushes and brush card holder should be checked for wear. With the armature in place and the brushes engaging the commutator surface, check the brushes for wear. Brushes should be replaced if the brush wire approaches the bottom of the brush holder slot. Brush springs must exhibit enough strength to keep tension on the brushes and hold them on the commutator.
3.
The field windings can be checked using a continuity light or ohmmeter. Attach one lead to each field coil connection. Continuity should exist between each field coil connection, and no continuity should exist between the field coil connections and the starter housing (diag.
36 & 37).
4.
The armature should be checked for glazing or wear. If necessary the armature can be turned down in a lathe.
While rotating, polish the commutator bars using a piece of 00 sandpaper (diag. 38). Light pressure and back and forth movement should be used. Recut the commutator bars to a depth equal to the width of the insulators between the bars. Check for continuity between the copper commutator bars and the iron of the armature, none should exist (diag. 39). If any is noted the armature must be replaced.
FIELD COIL
CONNECTORS
BRUSH
SPRINGS
12 VOLT 36
38
FIELD COIL
CONNECTORS
CONNECTION POINT OF
POWER CORD LEADS
120 VOLT
37
39
Brush Card Replacement
1.
Loosen but do not remove the two nuts on the starter terminal post.
2.
Remove the nuts holding the end cap in place. Remove the end cap and the thrust washer.
3.
Grasp the thru bolts using a vise grip positioned as close to the flanged end as possible to prevent thread damage.
Remove the two nuts holding the driving end cap in place. Remove the armature and driving cap assembly, followed by the two thru bolts. Notice the position of the brush ground eyelet under the thru bolt flange.
4.
Note or mark the position of the connectors of the brush wires. Use a wire cutter to clip the solid field wires as close to the connectors as possible.
5.
Note or mark the brush card in the starter housing and remove the brush card assembly. Clean the accumulated dirt off all starter parts. Scrape the insulating varnish off the last 1/2" (12.7 mm) of the solid field wires.
6.
Insert the new brush card into position while guiding the solid field wires through the proper slots in the brush card.
7.
Crimp and solder the brush leads to the solid field wires. Use a needle nose pliers or vise grip to hold the woven brush lead close to the connector while soldering. This prevents solder and heat from flowing up the brush lead. Insulate the crimped connection nearest the starter terminal post using electrical tape or heat shrink tubing. Route the wires to prevent damage during assembly.
8.
Install the armature into the housing while spreading the brushes. Install the thru bolts while checking to make sure the bolts go thru the ground brush eyelet terminals. Install and tighten the drive end thru bolt nuts, but do not overtighten.
9.
Install the thrust washer (cupped side faces towards the end cap) on the end of the armature and then install the starter end cap. Secure the cap with the locking nuts and tighten the nut on the starter terminal post. Rotate the armature by hand to check for binding before installation on the engine.
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CHAPTER 7 FLYWHEEL BRAKE SYSTEMS
GENERAL INFORMATION
Tecumseh’s brake systems provide two methods of meeting compliance standards which has become a federal law as of June 30, 1982. There are two additional methods used by equipment manufacturers that also meet compliance standards and they are as follows:
1. Use of the blade brake clutch in conjunction with either a top or side mounted recoil starter or 12 volt electric starter. The blade stops within three seconds after the operator lets go of the blade control bail at the operator position and the engine continues to run. Starter rope handle is either on the engine or on the equipment handle.
2. Use of a recoil starter (top or side mounted) with the rope handle on the engine as opposed to within 24 inches
(60.9 cm) of the operator position. This method is acceptable if the mower deck passes the 360 degree foot probe test. A specified foot probe must not contact the blade when applied completely around the entire blade housing.
This alternative can be used with engine mounted brake systems and typical bail controls. The blade stops within three seconds after the operator lets go of the engine/blade control bail at the operator position.
Tecumseh’s Flywheel Brake system provides consumer safety by stopping the engine and blade within three seconds after the operator releases the engine/blade control bail at the handle of the lawnmower. These systems are available on both recoil and electric start models. The engine stopping time is affected by the engine R.P.M. Consult microfiche card #30, the Plus 1 or Parts Smart Look-Up system, or Service Bulletin #107 to determine the correct engine RPM or blade tip speed.
OPERATION
BOTTOM SURFACE SYSTEM
In the stop position with the handle mounted engine / blade control released, the torsion spring rotates the brake lever forcing the brake pad against the underside of the flywheel, actuates the ignition kill switch and on electric start models, opens the starter interlock switch (diag. 1).
In order to restart the engine, the handle mounted engine / blade control must be applied. This action pulls the brake pad away from the flywheel, opens the ignition kill switch and on electric start models, closes the starter interlock switch. This will allow the engine to be started by energizing the starter with a starter switch (diag. 2).
BRAKE
APPLIED BRAKE
RELEASED
IGNITION
SHORTED
IGNITION
OPEN
INTER-LOCK
SWITCH OPEN INTER-LOCK
SWITCH CLOSED
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OPERATION (CONTINUED)
INSIDE EDGE SYSTEM
In the stop position the brake pad is applied to the inside edge of the flywheel, at the same time the ignition system is grounded (diag. 3).
In order to restart the engine, the brake control must be applied. This action pulls the brake pad away from the inside edge of the flywheel and opens the ignition kill switch. On electric start systems the starter is energized by an ignition switch or a two motion control. On non-electric start systems, the recoil starter rope must be pulled to start engine (diag. 4).
IGNITION SHORTED
BRAKE APPLIED
3
COMPONENTS
Both the Bottom Surface and the Inside Edge systems use the following components:
IGNITION OPEN
The brake lever and pad assembly consists of a steel lever with a brake pad bonded to the lever (diag. 5).
BRAKE LEVER
AND PAD
The ignition kill switch is a plastic block with a wire extending out of it. The wire is attached to a terminal which is connected to the ignition kill wire. The brake lever contacts and grounds the wire of the switch when the engine / blade control is released, and the ignition module is grounded. This in turn kills the ignition (diag.
5).
IGNITION KILL
SWITCH
CONTROL CABLE
The interlock switch is a push button switch that is activated by the brake lever when the engine / blade control is actuated. If there is a starter switch used to start the engine, the interlock switch acts as a safety switch and will not allow the starter to crank unless the engine / blade control is depressed.
Where a two motion control is used the interlock switch is utilized as the starter switch.
The Torsion Spring supplies the pressure to the brake lever and brake pad to stop the flywheel.
The Control Cable transfers the motion of the engine / blade control to the brake system.
INTERLOCK
SWITCH
BRAKE RELEASED
4
TORSION
SPRING
5
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SERVICE
If the brake system fails to kill the ignition and stop the blade within 3 seconds the following service procedures should be followed.
FLYWHEEL REMOVAL
NOTE: BEFORE THE FLYWHEEL IS REMOVED OR REPLACED, THE BRAKE PRESSURE ON THE FLYWHEEL
MUST BE RELIEVED AS OUTLINED BELOW UNDER "BRAKE LEVER AND PAD".
Remove the flywheel as outlined in Chapter 9 under "Disassembly".
BRAKE LEVER AND PAD
Bottom Surface
To relieve the brake pressure on the flywheel, remove the torsion spring by firmly grasping the short end of the spring with a pliers and unhook the spring from the bracket then remove the flywheel (diag. 6).
Remove the brake lever and pad assembly. Inspect the brake pad for dirt, oil or grease contamination. If the pad is contaminated, or if there is less than .060" (1.524 mm) of brake pad material at the pad's thinnest point, replacement is necessary. The brake pad is bonded to the brake lever and must be replaced as an assembly.
Install the brake lever and pad assembly and continue to reassemble the brake system in the reverse order of disassembly.
NOTE: WHEN REMOVING THE BRAKE BRACKET THE
TORSION SPRING MUST BE RELEASED BEFORE THE
TOP STARTER BOLT IS REMOVED OR THE THREADS
IN THE CYLINDER BLOCK WILL BE DAMAGED.
UNHOOK TORSION SPRING
SHORT END OF SPRING
ALIGN HOLES
6
SWITCH
LEVER
670298
Inside Edge
To relieve the brake pressure on the flywheel, compress the spring by moving the lever toward the spark plug, when the hole in the lever aligns with the hole in the bracket, secure the lever with alignment tool 670298 then remove the flywheel (diag. 7). Remove the alignment tool.
Release the spring tension by unhooking the short end of the spring from bracket with a pliers. Remove the “E” clip from the brake pad shaft. Slide the pad lever from the shaft and unhook the link. Inspect the brake pad for dirt, oil or grease contamination. If the pad is contaminated, or if there is less than .060" (1.524 mm) of brake pad material at the pad's thinnest point, replacement is necessary. The brake pad is bonded to the brake lever and must be replaced as an assembly. Rehook the link, install the brake lever and pad assembly, install the "E" clip, rehook the short end of the spring and continue to reassemble the brake system in the reverse order of disassembly.
GROUNDING CLIP
GROUNDING CLIP POSITION
LINKAGE
7
8
IGNITION GROUNDOUT TERMINAL
Inspect the ignition kill switch grounding clip for proper alignment and contact with the brake arm. Insure that all electrical connections are clean and secure (diag. 8 &
9).
"E" CLIP
BRAKE PAD
9
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STARTER INTERLOCK SWITCH
The engine / blade control must close the interlock switch before the starter can be engaged. To check the interlock switch, use an ohmmeter or continuity light to perform a continuity check. Continuity should exist between the two terminals when the interlock switch button is completely depressed. No continuity should exist when the button is released. If the switch fails replace the switch (diag.
10).
To replace the interlock switch, carefully grind the heads off of the rivets that fasten the interlock switch to the brake bracket. Remove the rivets from the back side of brake bracket. Use the self-tapping screw supplied with the new switch to make threads in the bracket. Install the interlock switch onto the brake bracket in the proper position and secure the switch to the brake bracket with the machine screws supplied. Be careful not to overtighten the screws as switch breakage can occur (diag. 11).
SELF TAPPING
SCREW
MACHINE
SCREWS
10
11
CONTROL CABLE
Bottom Surface
The control cable conduit must be assembled against the stop in the bracket. Make sure the bottom of the lever completely depresses the button on the starter interlock switch, if equipped, when the control is fully applied. The cable must provide enough travel so the brake will contact the flywheel. Some slack should exist in the cable adjustment to compensate for brake pad wear (diag.
12).
Inside Edge
If replacing the cable conduit screw with a screw other than a service part replacement, be certain that the screw length is not too long as to prevent free travel of the lever.
Make sure the button on the starter interlock switch is completely depressed when the control is fully applied.
The cable must provide enough travel so the brake will contact the flywheel. Some slack should exist in the cable adjustment to compensate for brake pad wear (diag. 13).
BRAKE BRACKET REPLACEMENT
The tension must be relieved on the lower brake spring prior to the removal of the top electric starter bolt, or damage to the threads in the cylinder block can occur.
When installing a inside edge brake bracket assembly, be sure the slotted holes in the brake bracket are all the way down on the fasteners. This will properly align the brake bracket to the flywheel brake surface (diag. 14).
STOP
SCREW END MUST
NOT BLOCK LEVER
ACTION
MOUNTING HOLES
Ô
MECHANISM FULL DOWN
BEFORE SCREWS TORQUED
Ô
12
CABLE CLAMP
SCREW
13
14
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CHAPTER 8 IGNITION
GENERAL INFORMATION
The ignition systems used on Tecumseh engines are either solid state capacitor discharge modules or magneto ignition systems. The basic functional difference is that the solid state modules are triggered by an electronic switch (SCR).
Magneto ignition systems rely on the mechanical action of opening and closing a set of moveable contact points to trigger when the spark will occur.
The solid state ignition system consists of a flywheel magnet and key, charge coil, capacitor, a silicon controlled rectifier, pulse transformer, trigger coil, high tension lead, and a spark plug. Everything except the flywheel magnet, key and the spark plug are located in a encapsulated ignition module. This solid state (CDI - Capacitive Discharge Ignition) module is protected by epoxy filler from exposure to dirt and moisture. This system requires no maintenance other than checks of the high tension lead and spark plug.
The Tecumseh magneto ignition consists of a stator assembly made of laminations, a coil, contact points, condenser, a permanent magnet mounted in the flywheel, high tension lead, and a spark plug. The coil is sealed by epoxy filler, and the points and condenser are sealed from dirt and moisture by a crankshaft seal and cover gasket.
OPERATION
SOLID STATE IGNITION SYSTEM (CDI)
As the magnets in the flywheel rotate past the charge coil, electrical energy is produced in the module. The energy is stored in the capacitor ( approx. 200 volts) until it is released by an electrical switch (SCR). As the magnet continues to rotate, it travels past a trigger coil where a low voltage signal is produced. This low voltage signal closes the SCR switch, allowing the energy stored in the capacitor to flow to a transformer where the voltage is increased from 200 volts at 200 RPM to 22,000 volts at 3000 RPM. This voltage flows through the high tension lead to the spark plug where it arcs across the electrodes and ignites the air-fuel mixture
(diag. 1).
1
MAGNETO IGNITION SYSTEM (POINTS)
As the flywheel turns, the magnets that are mounted in the wheel, pass the coil mounted on the stator. As the magnet's North Pole enters the area of the center leg of the stator, a magnetic field is concentrated through the laminations to the magnet's South Pole. This causes a generation of current flow in the coil's primary winding. The ignition points are closed (diag. 2).
As the flywheel continues to rotate, the North Pole approaches the last leg of the lamination stack. The magnetic field through the center leg reverses, producing a large change in the magnetic field, and a high current in the primary side of the coil (diag. 3).
At this time, the contacts open and the primary current stops flowing. This change in current causes a voltage in the primary, which induces a high voltage in the secondary winding of the coil. The voltage travels through the spark plug wire, to the spark plug and jumps the gap of the plug to ignite the air/fuel mixture.
PATH OF MAGNETIC
LINES OF FORCE
MAGNET
FLYWHEEL
ROTATION
POINTS
CLOSED
2
POINTS OPEN
3
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IDENTIFICATION OF TECUMSEH IGNITION SYSTEMS
INTERNAL IGNITION
EXTERNAL IGNITION
SOLID STATE IGNITION (CDI)
4
5
6
COMPONENTS OF A TECUMSEH MAGNETO
IGNITION SYSTEM (DIAG. 7)
A. Flywheel with magnets
B. Coil
C. Condenser
D. Spark plug
E. Contact points
F.
Ignition cam
G. Stator plate (dust cover, cam wiper, and laminations.)
H. Flywheel key
The flywheel with magnets provide the magnetic flux
(or field) which is necessary to induce the low voltage in the primary circuit. A horseshoe magnet is a good example of how the magnets function in the flywheel. The magnets are either cast in or glued onto the flywheel, and are not a replaceable item (diag. 8).
The ignition coil is used to increase the low voltage in
the primary to high voltage in the secondary, capable of jumping the spark plug gap. The coil consists of a primary and a secondary winding of wire. The primary is the low voltage (200 - 300 volts) winding, consisting of approximately 150 turns of heavy gauge wire next to the core. The secondary winding consists of approximately
10,000 turns of very fine wire wrapped over the primary.
When induced by the primary, the secondary winding generates a voltage of between 10,000 - 20,000 volts, which can arc the spark plug gap (diag. 9).
64
C. CONDENSER
A. FLYWHEEL WITH
MAGNETS
D. SPARK PLUG
B. COIL
E. CONTACT POINTS
G. STATOR PLATE
F. IGNITION CAM
H. FLYWHEEL KEY
7
GROUND LEAD
PRIMARY LEAD www.mymowerparts.com
PRIMARY WINDING
SECONDARY WIRING
HIGH TENSION LEAD
8
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The condenser acts as an electrical shock absorber to
prevent arcing between the contact points as they open.
Arcing will lower the voltage at the spark plug, as well as burn and pit the contact points. The condenser is a replaceable item (diag. 10).
10
The spark plug is made up of two electrodes. The outside
electrode is grounded and secured to the threaded sleeve.
The center electrode is insulated with porcelain. The two are separated by an air gap which creates a resistance. A large voltage from the secondary arcs the air gap which causes a spark and ignites the air-fuel mixture in the cylinder
(diag. 11).
11
The contact points consist of an insulated, movable point
that connects to the coil primary lead, and a stationary point that is grounded to the stator body. Spring tension holds the points together making a complete path for the primary circuit, and are opened by the action of the point arm which rests on the ignition cam. The contact points are a replaceable item (diag. 12).
12
The ignition cam is an oblong device which rotates with
the crankshaft, and opens the points for firing the ignition system. It is important to check the ignition cam for roughness, if rough replace the cam. When inserting the ignition cam onto the crankshaft make sure that the side stamped "TOP", or the side that has an arrow on it faces the mechanic (diag. 13).
NOTE: SOME IGNITION CAMS ARE MACHINED
DIRECTLY ONTO THE CRANKSHAFT AND ARE NOT
REPLACEABLE.
13
The stator plate is an aluminum fixture which houses the
points, cam wiper, condenser, and has the laminations riveted to it. The laminations are strips of iron riveted together to form an iron core. Rust or debris in between the laminations will hamper the performance of the ignition system. If corrosion on the laminations is severe, the stator plate should be replaced (diag. 14).
14
The flywheel key locates the flywheel to the crankshaft
in the proper position. If a flywheel key is sheared, or partially sheared, the engine will not start or be difficult to start
(diag. 15).
15
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IGNITION TROUBLESHOOTING
Engine Will
Not Start
Engine runs erratically or shuts off, restarts
Check for spark
Spark
No Spark
Replace spark plug
Check flywheel for damaged or sheared key
Set proper air gap on external coil
Spark
Isolate engine and repeat test
No Spark
Set proper point gap, check condensor and timing
Equipment problem, check switches, wiring and equipment controls
Engine problem, check for shorts or grounds in wiring
Test coil for intermittent or weak spark
Parasitic load
Disconnect ignition cut-off wire at the ignition coil & repeat test
Check electric starter and battery if applicable
Oil shutdown or on/off rocker switch
Check for proper air gap on external coil and repeat test
Check flywheel magnets for strength
Test ignition module
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TESTING PROCEDURE
1.
Check for spark using a commercially available spark tester and following the tester's recommended procedure.
2.
Check for the correct spark plug and for cracks in the porcelain, pitted or burned electrodes, excessive carbon buildup, and proper air gap setting. Replace if questionable.
3.
Remove the blower housing, disconnect the ignition ground lead at the ignition coil (solid state only).
Reinstall the blower housing and crank the engine over.
If spark occurs, check the ignition switch, safety interlock switches, electrical wiring for shorting to ground, or oil shutdown switch.
NOTE: STANDARD POINT IGNITION MAY HAVE TO BE
DISCONNECTED AT THE IGNITION SHUTOFF (AT THE
SPEED CONTROL).
4.
Check the air gap between the flywheel magnets and the laminations of an externally mounted coil or module.
It should be .0125 (.317 mm) or use gauge part #
670297.
5.
Check the flywheel magnets for the proper strength using this rough test. Hold a screwdriver at the extreme end of the handle with the blade down, move the blade to within 3/4 inch (19.05 mm) of the magnets. If the screwdriver blade is attracted to the magnets, the magnetic strength is satisfactory (diag. 16).
3/4 " (19.05 mm)
MAGNETS
16
6.
Examine the stator components (diag. 17).
A. Check the ignition cam for roughness.
B. Check the movable point arm that rests on the ignition cam for wear.
C. Check the spring steel on the point assembly for evidence of excessive heat.
D. Check contact points for wear. If they are pitted or burned, this is an indication that the condenser is not functioning properly. If any of the above are faulty, replace accordingly.
E. When replacing the points, also replace the condenser.
F. After the points are replaced and engine is re-timed, be sure to clean the points with lint free paper. An engine will not run smoothly if the points are improperly set or coated with even a small quantity of oil, etc.
17
18
7.
Examine the coil and lamination assembly (either internal or external) for cracks in the insulation or other damage which would cause shorts or leakage of current.
Make sure the electrical leads are intact, especially where they enter the coil (diag. 18).
8.
Check the operation of the coil using an approved tester. Follow the instructions furnished with the test unit or booklets offered by the Tecumseh Products Co. Engine and Transmission Group Service Division. If the coil or lamination assembly is defective, replace as necessary.
NOTE: IF LAMINATIONS ARE BAD ON AN INTERNAL COIL ASSEMBLY, THE ENTIRE STATOR BODY MUST BE
REPLACED SINCE THE LAMINATIONS ARE PERMANENTLY RIVETED TO THE STATOR.
External coils are permanently attached to the lamination and must be serviced as an assembly.
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SERVICE
To remove ignition components from the engine, see
Chapter 9 under "Disassembly".
SPARK PLUG SERVICE
Spark plugs should be removed, cleaned, and adjusted periodically.
Check the air gap with a spark plug gap gauge and adjust accordingly. Set the spark plug gap at .030" (.762 mm)
(diag. 19).
Replace the plug if the center and ground electrodes are pitted or burned, or if the porcelain is cracked or discolored.
19
When reinstalling the plug make sure it is clean of all foreign material.
NOTE: DO NOT USE A SAND BLASTER TO CLEAN PLUGS, MICROSCOPIC PARTICLES LEFT IN THE PLUG CAN
SCORE THE ENGINE CYLINDER DURING OPERATION. USE A SOLVENT AND A WIRE BRUSH TO CLEAN, AND
BLOW OUT THOROUGHLY WITH COMPRESSED AIR.
Replace the spark plug with the proper spark plug. Consult the proper parts breakdown for the spark plug to be used in the engine being serviced.
Set the spark plug gap at .030" (.762 mm).
Install the spark plug and tighten to 250 inch pounds torque (28.5 Nm). If a torque wrench is not available, screw spark plug in as far as possible, by hand, and use a spark plug wrench to turn spark plug 1/8 to 1/4 of a turn further if using the old spark plug or 1/2 of a turn further if using a new spark plug.
CONDITIONS CAUSING FREQUENT SPARK PLUG FOULING
1.
Carburetor setting too rich or air cleaner restricted.
2.
Partially closed choke shutter.
3.
Poor grade of gasoline.
4.
Improper fuel.
5.
Restricted exhaust system.
6.
Incorrect spark plug.
7.
Incorrect spark plug gap.
8.
Oil level too high, or breather is restricted.
9.
Faulty piston rings.
10. Weak ignition system.
NORMAL
CARBON DEPOSIT
WORN
OIL DEPOSIT
20
IGNITION TIMING PROCEDURE
In order for an engine to run effectively and efficiently, the spark must ignite the compressed air-fuel mixture when the piston is in a specific position to deliver maximum power. This position is known as Before Top Dead Center (BTDC). If the mixture is ignited too soon, kickback can be experienced due to preignition. If the mixture is ignited too late, loss of power can be experienced due to retarded spark.
The Standard Point System
Internal coils are used on small and medium frame 4 cycle engines. First check the specification charts in the back of this manual or the quick reference chart for the correct ignition dimensions, (point gap setting and timing specification) depending on the model of engine.
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Begin the procedure by replacing the points if necessary.
To do this remove the nut that secure the movable portion of the breaker points. Remove the screw from the stationary portion of the breaker points and the worn breaker point assembly. Install a new breaker point assembly and adjust the point gap. This is done by rotating the crankshaft until the point arm is resting on the high side of the ignition cam. Set the point gap by loosening the screw on the movable point set and insert a feeler gauge per specification. Adjust the point gap so that a light drag is felt on the feeler gauge. Tighten the screw and recheck the gap. Leave the leads unattached for the timing procedure.
Use this procedure on all standard point ignition systems when point replacement is necessary (diag. 21).
Install a dial indicator (Part # 670241), equipped with the correct tip on the extender leg. Use the small tip for engines with timing dimensions of between top dead center (T.D.C.) and .050" (1.27 mm) before top dead center (B.T.D.C.).
Use the large tip for engines with timing dimensions of between .051" (1.295 mm) B.T.D.C. to .150" (3.81 mm)
B.T.D.C. Make sure to secure the extender leg in position to locate the tip directly over the piston head. Loosen the screw on the side of the adaptor sleeve to allow the sleeve to be turned into the threads of the spark plug hole, not the entire dial indicator. This will ensure the proper location of the tip. Once the adapter sleeve is secured in the hole, tighten screw on sleeve adaptor to prevent the dial from moving up or down, which would give a false reading (diag.
22).
Find T.D.C. with both valves closed by rotating the crankshaft clockwise when looking at the magneto end of the crank, until the needle on the dial stops and reverses direction. Where the needle stops is T.D.C. Loosen the screw on the dial, and rotate the dial so that zero is lined up with the needle at T.D.C. Tighten the screw on the dial to secure it in place (diag. 23).
While watching the needle on the dial indicator, rotate the crankshaft counterclockwise when looking at the magneto end of the crank, .010" (.254 mm) past the B.T.D.C.
dimension. Then rotate the crankshaft clockwise to the proper B.T.D.C. dimension, this will take out any slack between the connecting rod and crankshaft assembly.
Example: If the specification of .080" (2.032 mm) is the
B.T.D.C. dimension, rotate the crankshaft counterclockwise so that the needle on the dial indicator travels to
.090" (2.286 mm) B.T.D.C. (diag. 24), then rotate the crankshaft clockwise so that the needle travels to the specified dimension of .080" (2.032 mm) B.T.D.C. (diag.
25).
Next, if the original breaker points are being used, disconnect the leads from the point terminal. Reinstall the nut & tighten. Connect one lead of a continuity light, or ohmmeter to the point terminal and the other lead to a good ground. Loosen the two bolts holding down the stator and rotate the stator until the continuity light or ohmmeter indicates a break in the circuit. Torque down the stator bolts while maintaining the stator plate position and the timing procedure is completed. Reconnect the leads on the point terminal and tighten the nut making sure that the leads do not touch the flywheel (diag. 26).
CRANKSHAFT
ARM
PIVOT
SLEEVE
DIAL AT
.090"
(2.286 mm)
DIAL AT 0"
24
DIAL AT
.080"
(2.032 mm)
IGNITION
CAM
POINTS
DIAL SCREW
SLEEVE
SCREW
21
22
23
25
26
(continued on top of next page)
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Before putting the dust cover back on the points box, clean the points by sliding lint free paper back and forth between the contacts. Manually, open the points when removing the paper to eliminate paper fibers from remaining between the contact points (diag. 27).
LINT FREE PAPER
Fixed Timed System (External coil)
This system has the contact points and condenser mounted under the flywheel with the laminations and coil mounted outside the flywheel. This system is identified by the square hole in the stator, the round configuration of the coil, and on older coils, the word "Grey Key" is stamped on the coil to identify the proper flywheel key to be used. When ordering an external coil for replacement from Tecumseh
Products, a solid state module will be received as a replacement. The new module will be supplied with the proper flywheel key (diag. 28).
Torque down the stator bolts to secure the stator in place.
Next, rotate the crankshaft until the point arm is resting on the high side of the ignition cam. Set the point gap at .020"
(.508 mm), by loosening the screw on the movable point, and insert a .020" (.508 mm) feeler gauge between the contact points (diag. 29). Tighten the screw on the movable point and then recheck the point gap. Be sure to clean contact points with lint free paper (diag. 27).
27
28
NOTE: The flywheel key used on engines with an external
coil and points looks similar to the solid state key, however, timing will be effected if the wrong key is used.
Reinstall the proper flywheel key, flywheel, washer and torque down the flywheel nut to specification. Reinstall the external coil and set the proper air gap to .0125" (.3175
mm) using air gap gauge, part # 670297 between the magnets and laminations and torque the mounting screws to specification. Remove the air gap gauge and rotate the flywheel to check for any possible striking points. If none are found, the air gap is set correctly and the timing procedure is completed (diag. 30).
29
Solid State Ignition Timing
Timing is set using a .0125" (.3175 mm) air gap gauge
(Part No. 670297). Loosen the two hold-down screws, insert the .0125" (.3175 mm) remove semi-color gauge between the laminations and the magnet on the flywheel. Slide the solid state ignition assembly against the air gap gauge and the flywheel magnet. Torque the two hold down screws to the correct specification and remove the air gap gauge.
Rotate the flywheel one full revolution to check for any possible striking points. If none are found, the air gap is set correctly and the timing procedure is completed (diag.
30).
.0125
(.3175 mm)
30
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Other Solid State Systems
The following systems are located under the flywheel. All components are encapsulated into one module. No timing is necessary with this type (diag. 31, 32, 33).
Check the system by checking for a spark or use a commercially available test equipment.
SERVICE TIPS
DO NOT:
Interchange flywheels, flywheel keys, spark plugs, condensers, or points. (Some systems do not use standard points and condensers.)
Use flywheels with cooling fins that are broken off.
Reglue ceramic magnets back onto the inside of the flywheel.
Re-oil the cam wiper in a magneto system.
Use a standard business card as an air gap gauge.
File the contact points.
Attempt to reglue the spark plug lead back into a coil or a solid state module.
Store a solid state module within 20 feet (6.1 meters) of an unshielded welder.
31
32
PLEASE DO:
Follow directions carefully.
Lookup the correct ignition dimensions in the proper mechanic's manual or quick reference chart, for the engine being repaired.
Clean points with lint free paper after setting gap.
Reinstall the point terminal nut and tighten after removing leads, before timing procedure.
Remember to correctly TIME a Tecumseh engine, even when just changing points on a magneto system.
Remember to use correct air gap gauge.
Check for correct flywheel key which effects timing.
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CHAPTER 9 INTERNAL ENGINE AND CYLINDER
GENERAL INFORMATION
This chapter covers the cylinder block, piston and rod assemblies, cylinder head, crankshaft, camshaft, valve train, breather, cylinder cover, flywheel, counterbalance systems, and lubrication systems. The governors and the governor systems are covered in Chapter 4.
All Tecumseh engines covered in this manual are four cycle engines with the valves in the engine block. The crankshaft position is designated as either horizontal or vertical as the engine rests on its base. The engines identified by decals or model as XL (Extra Life) or XL/C (Extra Life / Commercial ) are made using aluminum alloy diecast around a cast iron cylinder liner. However, not all engines with cast iron cylinder liners are identified as XL or XL/C. Engine blocks of the heavy frame series (HH, VH) are made of cast iron. All other engines use aluminum alloy for the cylinder block along with pistons that are chromium plated.
OPERATION
4-CYCLE ENGINE THEORY
All 4-cycle engines require four piston strokes to complete one power cycle. The flywheel on one end of the crankshaft provides the inertia to keep the engine running smoothly between power strokes.
The camshaft gear is twice as large as the mating gear on the crankshaft so as to allow proper engine valve timing for each cycle. The crankshaft makes two revolutions for every camshaft revolution.
1.
INTAKE. The intake valve is open and the exhaust valve
is closed. The piston is traveling downward creating a low pressure area, drawing the air-fuel mixture from the carburetor into the cylinder area above the piston
(diag. 1).
2.
COMPRESSION. As the piston reaches Bottom Dead
Center (BDC) the intake valve closes. The piston then rises, compressing the air-fuel mixture trapped in the combustion chamber (diag. 2).
3.
POWER. During this piston stroke both valves remain
closed. As the piston reaches the Before Top Dead
Center (BTDC) ignition point, the spark plug fires, igniting the air-fuel mixture. In the time it takes to ignite all the available fuel, the piston has moved to Top Dead
Center (TDC) ready to take the full combustive force of the fuel for maximum power during downward piston travel. The expanding gases force the piston down
(diag. 3).
4.
EXHAUST. The exhaust valve opens. As the piston
starts to the top of the cylinder, the exhaust gases are forced out (diag. 4).
After the piston reaches Top Dead Center (TDC), the four stroke process will begin again as the piston moves downward and the intake valve opens.
INTAKE
POWER
1
3
COMPRESSION
2
EXHAUST
4
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LUBRICATION SYSTEMS
The lubrication system used with all Tecumseh horizontal crankshaft engines covered in this manual utilize a splash type system. An oil dipper on the connecting rod splashes oil in the crankcase to lubricate all internal moving parts.
Some engines have the dipper as an integral part of the connecting rod assembly, while others have a dipper that is bolted on with one of the rod bolts (diag. 5).
All vertical shaft engines use a positive displacement plunger oil pump or rotary type oil pump. Oil is pumped from the bottom of the crankcase, up through the camshaft and over to the top main bearing. Oil under pressure lubricates the top crankshaft main bearing and camshaft upper bearing (diag. 6).
On all Tecumseh vertical shaft 4-cycle engines, the oil is sprayed out under pressure through a small hole between the top camshaft and crankshaft bearing to lubricate the piston, connecting rod, and other internal parts (diag. 7).
The plunger style oil pump is located on an eccentric on the camshaft. As the camshaft rotates, the eccentric moves the barrel back and forth on the plunger forcing oil through the hole in the center of the camshaft. The ball on the end of the plunger is anchored in a recess in the cylinder cover
(diag. 8).
DIPPER
CRANKSHAFT
PASSAGE
SPRAY
MIST HOLE
PLUG
CAMSHAFT
DRILLED
CAMSHAFT
PASSAGE
MAIN BEARING OIL
GROOVE
CRANKSHAFT
OIL PASSAGE
CURRENT
(TVM195, 220)
BARREL TYPE
LUBRICATION
PUMP
5
6
ASSEMBLE PUMP BARREL
WITH INSIDE CHAMFER
TOWARD CAMSHAFT GEAR
OIL DRAIN
HOLE
SPRAY
MIST HOLE
7
COUNTERBALANCE SYSTEMS
Some Tecumseh engines may be equipped with an Ultra-
Balance
®
counterbalance system. This system uses a single weighted shaft that is driven off the crankshaft. The shaft's function is to counteract the imbalance caused by the counterweights on the crankshaft and the combustion forces (diag. 9).
DRIVE GEAR
CAMSHAFT www.mymowerparts.com
8
COUNTERBALANCE
SHAFT
GOVERNOR
FLANGE
9
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COMPONENTS
The cylinder block houses the piston, valves and along with the cylinder cover all the internal components. The block is a one piece diecast aluminum alloy or cast iron cylinder casting (diag. 10).
The piston transmits the force of the burning and expanding gases through the connecting rod to the crankshaft.
The piston rings provide the seal between the cylinder wall and the piston. The rings keep the combustion pressures from entering the crankcase and also wipe the oil off the cylinder wall and return it to the sump.
The connecting rod assembly is the link between the piston (piston pin) and the crankshaft.
The cylinder head is a one piece aluminum alloy or cast iron casting that is bolted to the top of the cylinder block. The many fins provide cooling for the engine.
The crankshaft converts the up and down piston movement to the rotational force (torque) by an offset crankpin or rod journal.
The camshaft lobes raise and lower the lifters at the proper time to allow air and fuel in and exhaust out of the cylinder.
Teeth on the camshaft gear time the camshaft to the crankshaft.
The valves allow air-fuel mixture to enter the cylinder and exhaust gases to exit. The valves provide a positive seal when closed.
The valve springs return the valves to the closed position and must be strong enough to maintain valve lifter and cam lobe contact. The valve retainers lock the spring to the valve stem.
The valve lifters maintain contact on the camshaft and push the valves open.
The crankcase breather is a one way check valve that allows air out and prevents air from coming in. It allows the engine to develop a partial vacuum in the crankcase during operation.
The cylinder cover (or flange on verticals) provides the bearing surface for the power take off (P.T.O.) end of the crankshaft and camshaft. This bolted on cover is removed to provide access to all internal components.
The oil pump (vertical shaft only) consists of a steel plunger and a nylon housing that rides on the camshaft eccentric.
The flywheel provides the mass to smooth the effects of one power stroke every other crankshaft revolution. Flywheels are made of aluminum alloy or cast iron. The flywheel fins act as a fan to cool the engine.
CYLINDER COVER
CYLINDER HEAD
CYLINDER BLOCK
PISTON RINGS
PISTON
CONNECTING
ROD
74
CRANKSHAFT
VALVES
VALVE SPRINGS
CRANKCASE BREATHER
VALVE LIFTERS
CAMSHAFT
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ENGINE OPERATION PROBLEMS
ENGINE KNOCKS
Associated equipment loose or improperly adjusted
Check for excessive carbon in combustion chamber
Loose flywheel, examine key, keyway, and proper flywheel nut torque
Incorrect spark plug or Ignition timing
Loose or worn connecting rod
Worn cylinder
OVERHEATS
Excessive engine loading
Low oil level or wrong viscosity oil
SURGES OR RUNS UNEVENLY
Fuel cap vent obstructed
Dirty carburetor or air filter
Cooling air flow, obstructed or clogged cooling fins
Carburetor improperly adjusted or improper RPM setting
Incorrect spark plug or Ignition timing
Carburetor improperly adjusted
Governor sticking, binding or improper RPM setting
Carburetor linkage, shafts or shutters sticking or binding
Carbon in the combustion chamber
Incorrect spark plug or Intermittent spark, check ignition
Incorrect or damaged flywheel key
EXCESSIVE OIL CONSUMPTION
Oil level above full
Wrong viscosity oil
Lean carb setting causing overheating (adjustable carb)
Piston rings worn
Worn or glazed cylinder
Excessive engine speed
Valve guides worn excessively
Engine cooling fins dirty causing overheating
Breather damaged, dirty or improperly installed
Valve guides worn excessively
Damaged gaskets, seals or
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ENGINE OPERATION PROBLEMS
ENGINE MISFIRES ENGINE VIBRATES EXCESSIVELY
BREATHER PASSING OIL
Wrong or fouled spark plug
Carburetor improperly adjusted
Valves sticking or not seating properly
Incorrect spark plug or
Ignition timing
Excessive carbon build up
Improper Valve Lash or
Weak valve springs
Bent crankshaft Oil level too high
Attached equipment out of balance
Excessive RPM or improper governor setting
Loose mounting bolts
If applicable counter balance not properly aligned
Damaged gaskets, seals or "O" rings
Breather damaged, dirty or improperly installed
Piston rings not properly seated or ring end gaps are aligned
Angle of operation too severe
LACKS POWER
Air intake obstructed
Lack of lubrication or improper lubrication
Carburetor improperly adjusted
Exhaust Obstructed
Improper valve lash
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TESTING
ENGINE KNOCKS
1.
Check the blade hub, blade adapter, or crankshaft coupler for loose fit, loose bolts, or crankshaft key damage.
Remove, inspect, replace if necessary. Reinstall and re-torque the bolts to the proper torque.
2.
Check the flywheel key and the flywheel and crankshaft keyway for wear or partial shearing. Replace if any damage is evident. Tighten the flywheel nut to the proper torque.
3.
Check for the correct ignition module air gap or the correct timing (point ignition). Replace the points and condenser if the points show any wear, oil, or pitting.
4.
Remove the cylinder head and check for excessive carbon in the combustion chamber. Also check for the correct head gasket used, and check the spark plug for proper reach and heat range (correct spark plug for the engine).
5.
Check for the proper valve lash using a feeler gauge, and check the internal components (piston, cylinder, connecting rod, crankshaft journal) for excessive clearance.
ENGINE OVERHEATS
1.
Make sure the engine is not being overloaded. Remove excess load (sharpen blades, limit operation speed, process less material).
2.
Check the oil level and viscosity. Add or replace as necessary.
3.
Check for clogged cooling fins or obstructions to the air flow. Remove the blower housing, clean and reinstall.
4.
Check the carburetor for correct adjustment or remove and clean the carburetor using tag wire and compressed air.
See Chapter 3 under "Service."
5.
Check the engine R.P.M. setting using a vibratach or other tachometer and compare it to the R.P.M. settings found on microfiche card #30 according to the engine model and specification number. Adjust as necessary.
6.
Make sure the correct spark plug is being used. Check the ignition timing. See Chapter 8 "Ignition - Service." Correct flywheel key or partially sheared key.
7.
Remove the cylinder head to check for excessive carbon buildup. Clean as necessary.
SURGES OR RUNS UNEVENLY
1.
Check the fuel cap to make sure it is venting. Loosen the cap and retry engine operation.
2.
Replace or clean the air filter.
3.
Check the carburetor adjustment or clean the carburetor. See Chapter 3 under "Service."
4.
Check the engine R.P.M. setting using a vibratach or other tachometer and compare it to the R.P.M. settings found on microfiche card #30 according to the engine model and specification number. Adjust as necessary.
5.
Visually check all linkages. Check the governor shaft, throttle shaft, or pivot points for binding.
6.
Check the ignition module operation using a gap type tester inserted in the high tension lead. Check for intermittent spark, incorrect spark plug, or a fouled condition.
ENGINE MISFIRES
1.
Check the spark plug for the proper application or a fouled condition. Replace if questionable.
2.
Reset the carburetor following the adjustment procedure or clean the carburetor. See Chapter 3 under "Service."
3.
Check the ignition timing. See Chapter 8 under "Service."
4.
Check for carbon buildup in the combustion chamber.
5.
Inspect the valves and valve seats for leakage. Check for scoring or discoloration on the valve stem in the valve guide area. Recut the valves and seats if questionable. See "Valve Service" in this chapter.
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ENGINE VIBRATES EXCESSIVELY
1.
Check the engine crankshaft on the PTO end for bends using a straight edge, square or a dial indicator. Blades or adapters must be removed. Any deflection will cause a vibration problem.
2.
Check the engine mounting bolts, make sure they are tight.
3.
Remove and check the attached equipment for an out of balance condition.
4.
If the engine is equipped with a counterbalance shaft, check the gear timing to determine if the counterbalance is out of time.
BREATHER PASSING OIL
1.
Check the oil level, make sure the engine is not overfilled. Also verify that the viscosity rating on the container of the oil being used is to specification.
2.
Check the angle of operation. Avoid prolonged use at a severe angle.
3.
Check the engine R.P.M. setting for excessive R.P.M. using a vibratach or other tachometer and compare it to the
R.P.M. settings found on microfiche card # 30 according to the engine model and specification number. Adjust the high and low R.P.M. as necessary.
4.
Check for leaking or damaged gaskets, seals, or "O"-rings. External leaks may not be evident; however, the leak may prevent the engine from achieving a partial crankcase vacuum.
5.
Check the breather for damage, dirty condition, or improper installation. The oil return hole(s) must face down.
6.
Check the engine compression using a compression tester. If the engine has weak compression, determine the cause of weak compression: worn rings, leaking head gasket, or leaking valves. Follow the compression tester's procedure.
EXCESSIVE OIL CONSUMPTION
1.
Check the oil level, oil viscosity on the container of the oil being used, and oil condition. Replace and fill to the proper level.
2.
Check the angle of operation. Avoid prolonged use at a severe angle.
3.
Check for leaking or damaged gaskets, seals, or "O"-rings. External leaks may not be evident, however, the leak may prevent the engine from achieving a partial crankcase vacuum.
4.
Check the engine R.P.M. setting using a vibratach or other tachometer and compare it to the R.P.M. settings found on microfiche card #30 according to the engine model and specification number. Adjust as necessary.
5.
Check the breather for damage, dirty condition, or improper installation. The oil return hole(s) must face down.
6.
Clean the cooling fins to prevent overheating.
7.
Check the carburetor setting causing a lean running condition, overheating the engine.
8.
Check the engine compression using a compression tester. If the engine has weak compression, determine the cause of weak compression: worn rings, leaking head gasket, or leaking valves. Follow the compression tester's procedure.
9.
Check the valve guide clearance for excessive wear.
LACKS POWER
1.
Check the air intake for an obstruction (dirty filter, oil saturated filter, other debris).
2.
Check the oil level, oil viscosity on the container of the oil being used and oil condition. Replace and fill to the proper level.
3.
Readjust the carburetor or remove the carburetor for cleaning. See Chapter 3 under "Service."
4.
Check the exhaust for a restriction preventing proper exhaust flow.
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5.
Check the engine valve lash. Reset the valves at the proper lash.
6.
Check the valves for proper seating and valve guide lash. Recondition the valves and seats. Replace the valves if necessary.
7.
Check the ignition timing. Check the flywheel key for partial shearing.
SERVICE
COVER BEZEL
PRESS IN AND LIFT
HERE TO RELEASE
COVER
DISASSEMBLY PROCEDURE
The following procedures apply to most engine models.
Actual procedure may vary.
1.
Disconnect the high tension lead from the spark plug.
Remove the spark plug.
2.
Drain the oil from the crankcase. Drain or shut off the fuel supply.
3.
Remove the air cleaner assembly.
4.
Remove the fuel tank if it is attached to the engine.
Fuel tanks may be held on with bolts, screws, or some models require taps upward with a soft face hammer loosening the plastic tank wedged in the blower housing slots.
On some LEV engine models, removal of the bezel cover is necessary to view the engine identification or to provide access to the recoil assembly screws.
Push in toward the spark plug end (as shown), lift up to clear the recoil, then pull the cover away from the spark plug to remove. (diag. 11)
5.
Remove the blower housing by first unscrewing the screw holding the dipstick tube to the blower housing or unscrewing the dipstick tube and removing the remaining bolts on the blower housing.
6.
Unplug the ignition kill wire from the terminal on top of the ignition module and unbolt the ignition module.
7.
Remove the flywheel nut, washer, and starter cup. Use a strap wrench (part # 670305) to hold the flywheel from turning (diag. 12). Thread the appropriate flywheel knock-off tool part # 670103, (7/16") or part # 670169
(1/2") on the crankshaft until it bottoms out, then backoff one complete turn. Using a large screwdriver, lift upward under the flywheel and tap sharply and squarely on the knock-off tool to break the flywheel loose. If necessary, rotate the flywheel a half turn and repeat until it loosens (diag. 13). A flywheel puller (part #
670306) may be used on engines with cored holes and also on flywheels with holes drilled and tapped
(diag. 14).
NOTE: DO NOT USE A JAW TYPE PULLER.
8.
Remove the flywheel key, stator, and baffle plate.
9.
Remove the muffler.
10. Remove the intake pipe and the carburetor. Be careful not to bend or damage the linkage when removing.
Mark the hookup points or diagram the linkage arrangement to aid in reassembly.
11. Remove the cylinder head.
12. Remove the crankcase breather.
MODEL AND
D.O.M. NUMBER
DECAL
LOCATED
UNDER COVER
(IF SO EQUIPPED)
SOCKET WRENCH
FLYWHEEL
FLYWHEEL
TOOL
METAL HAMMER
KNOCK OFF TOOL
11
12
SCREWDRIVER TO
RAISE FLYWHEEL
13
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13. Remove the cylinder cover or mounting flange using a seal protector positioned in the seal to prevent seal damage.
The crankshaft must be free of rust or scale to slide the cover off the crankshaft. H30-HS50 horizontal crankshaft engines with ball bearings on the crankshaft require the oil seal and the snap ring to be removed prior to the cylinder cover removal. On engines equipped with 8 1/2:1 gear reduction, turn the crankshaft to roll the reduction shaft gear off the crankshaft worm gear when removing the cylinder cover (diag. 15, 16, 17, 18).
1. PTO
Shaft
2. Thin
Washer
3. Gear
4. Tang
Washer
5. Thick
Washer
6. Retainer
15
OIL SLEEVE TOOL
MOUNTING FLANGE
OIL SEAL
17
OIL SEAL REMOVED
WORM GEAR
16
14. Remove the internal components. Align the timing marks on all engines except VM70, 80, 100, HHM80,
HM70, 80, 100, TVM170, 195, 220 to relieve valve lifter pressure. On these engines it is necessary to rotate the camshaft clockwise three (3) teeth past the aligned position to allow the compression release mechanism to clear the exhaust valve lifter and to allow the camshaft to be removed (diag. 19 & 20).
SNAP RING
BEVELED TOOTH
TIMING MARK
18
CRANKSHAFT
GEAR
CAMSHAFT GEAR
19
15. Remove the lifters, rod cap, and balance shaft or gears if applicable.
16. Before removing the piston, remove any carbon from the top of the cylinder bore to prevent ring breakage.
Push the piston out the top of the cylinder bore.
17. Remove the valves by using a valve spring compressor to compress the valve spring and rotate the valve spring retainer to allow the valve stem to pass through. Lift the valves out of the cylinder block. Remove the spring assemblies being careful to note the differences, the original placement of the springs and the presence of seals. Reinstall the spring assemblies on the same valve in the reverse order as they are removed.
EXHAUST CAM
CAM GEAR
ROLL PIN
SPRING
INTAKE CAM
PLUNGER (COMPRESSION RELIEF PIN)
20
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CYLINDERS
Visually check the cylinder for broken or cracked fins or a scored cylinder bore. Check the main bearings for wear or scoring. If the main bearings are worn or scored they can be replaced on some models. See "Crankshaft Bearing Service" in this chapter.
Use a dial bore gauge or telescoping gauge with a micrometer to accurately measure the cylinder bore. Measure in the piston travel area approximately 1/2 to 3/4 of an inch (12.7 to 19.05 mm) from the top and the bottom . Measure at 90 degrees to the piston pin, 45 degrees to the piston pin, and even with the piston pin as the piston would appear when assembled. A rigid hone is recommended to "true" any cylinder irregularities. If the cylinder bore is worn more than .005"
(.127 mm) oversize, out of round or scored, it should be replaced or re-sized to .010 or .020 oversize (.254 mm or .508
mm). In some cases engines are built with oversize cylinders. If the cylinder is oversize, the oversize value will be imprinted in the top of the cylinder (diag. 23).
To re-size a cylinder, use a commercially available hone of the proper size. Chuck the hone in a drill press with a spindle speed of about 600 R.P.M.
Start with coarse stones and center the cylinder under the drill press spindle. Lower the hone so the lower end of the stones contacts the lowest point in the cylinder bore.
Rotate the adjusting nut so that the stones touch the cylinder wall and begin honing at the bottom of the cylinder. A light honing oil should be used to lubricate and cool while honing. Move the hone up and down at a rate of 50 strokes per minute to avoid putting ridges in the cylinder wall. Every fourth or fifth stroke, move the hone far enough to extend the stones one inch beyond the top and bottom of the cylinder bore.
Check the bore diameter every twenty or thirty strokes for size and a 35 o - 45 o crosshatch pattern. If the stones collect metal, clean the stones with a wire brush when the hone is removed. (diag. 21).
Hone with the coarse stones until the cylinder bore is within
.002 inch (.051 mm) of the desired finish size. Replace the coarse stones with finishing stones and continue honing the cylinder to the final size. Tecumseh recommends using a 390 grit hone for finishing.
Clean the cylinder and crankcase with soap and water and dry thoroughly.
Replace the piston and the piston rings with the correct oversize parts as indicated in the parts manual.
Trenching has been incorporated in the cylinders of the
H50, H60, HHM80, and HM100 series of engines, as well as the TVM125,140, and 220 models. Trenching improves air/fuel flow and results in increased horsepower in these engines. When reinstalling the piston, rings, and rod assembly in these engines, stagger the ring end gaps and place the ring end gaps out of the trenched area. This will prevent the rings from possibly catching the trenched area and breaking during assembly (diag. 22).
TRENCHING
GAPS
GAPS
STAGGER RING END GAPS AWAY FROM TRENCHING
21
22
INDICATES
.010 OVERSIZE
CYLINDER
23
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8
4
6
CYLINDER HEADS
Check the cylinder head for warpage by placing the head on a precision flat surface. If warped in excess of .005"
(.13 mm) replace the head. Slight warpage can be corrected by placing a sheet of #400 wet /dry sandpaper on a precision flat surface and rubbing the head gasket surface in a circular pattern until the entire gasket surface shows evidence of sanding. A small amount of honing oil on the sandpaper will make it easier to slide the head. Always replace the head gasket and torque the head bolts in 50 inch pound increments in the numbered sequence to 200 inch pounds
(22.5 Nm) (diag. 24 & 25).
Engine models V50, H50, H60, H70, VH50, VH60, VH70 require a flat and a belleville washer on bolts numbered 1,
3, and 7. Current production HM80 and HM100 use flat washers only on bolts numbered 2 and 3 in conjunction with the gas tank mounting bolts. All other head bolts on
HM80 and HM100 use a flat and a belleville washer on each bolt.
Engine models V60, V70, TVM125, 140, 195, 220 require a flat washer and a belleville washer on all head bolts.
9
3
2
6
2
5
1
3
5
7
1
24
BELLEVILLE WASHER
(CROWN TOWARD
BOLT HEAD)
FLAT
WASHER
8
25
INDICATES .010
OVERSIZE PISTON
PISTONS, RINGS, AND CONNECTING RODS
Piston
The piston should be checked for wear by measuring at the bottom of the skirt 90 degrees from the piston pin hole with a micrometer. Check the ring side clearance using a feeler gauge with new ring. Clean all carbon from the piston top and the ring grooves before measuring. Visually inspect the piston skirt area for scoring or scratches from dirt ingestion. If scoring or deep scratches are evident, replace the piston.
If the cylinder bore needs re-sizing, an oversize piston will be necessary. Oversize pistons are identified by the imprinted decimal oversize value imprinted on the top of the piston (diag. 26).
Rings
After the cylinder bore diameter has been checked and is acceptable to rebuild, the ring end gap should be checked using new rings. Place a new compression ring squarely in the center of the ring travel area. Use the piston upside down to push the ring down (diag. 28) and measure the gap with a feeler gauge. The ring end gap must be within the specification to have adequate oil control (diag. 29).
This procedure will assure correct piston ring end gap measurement. Ring side clearance should also be checked with a feeler gauge when using new rings with an old piston
(diag. 27).
Replace the rings in sets and install the piston, rings, and rod assembly in the cylinder bore with the ring end gaps staggered. When installing new rings in a used cylinder, the cylinder wall should be de-glazed using a commercially available de-glazing tool or hone.
PISTON MEASUREMENTS ARE TAKEN AT
BOTTOM OF SKIRT 90 0 FROM WRIST PIN HOLE
1ST COMPRESSION RING
2ND
COMPRESSION
RING
CYLINDER
SIDE CLEARANCE
3RD OIL
CONTROL RING
26
27
PISTON
PISTON RING
28
29
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Use a ring expander to remove and replace the rings. Do not spread the rings too wide or breakage will result.
If the top compression ring has an inside chamfer, this chamfer must face UP. The second compression ring will have either an inside chamfer or an outside notch. The rule to follow is an inside chamfer always faces up. An outside notch (diag. 31) will face down or towards the skirt of the piston.
The oil control ring can be installed with either side up. The expander (if equipped) end gap and the ring end gap should be staggered.
CHAMFER
1ST COMPRESSION RING
2ND COMPRESSION RING
3RD OIL
CONTROL RING
Emission Rings
Used on TVS, LEV, H35, VLV, HM80 and TVXL195 engines that comply with emission standards. These rings have a narrower width and a different profile (barrel faced).
Barrel faced rings may be installed in either direction. The underside of the oil control ring utilizes a coil type expander.
These rings conform better to the cylinder allowing for better oil control by wiping the cylinder wall cleaner. The coiled expander ring helps create a more uniform load on the cylinder wall which gives a more consistent distribution of oil. NOTE: The use of these rings on a standard nonemission piston will cause ring breakage due to its wider ring grooves.
30
EMISSION RINGS
1ST COMPRESSION RING
LONG SIDE OF ROD
CASTING NUMBER
2ND COMPRESSION RING
3RD OIL
CONTROL RING
SHORT SIDE OF ROD
31
ARROW
DIRECTION
VM70, VM100, HM70-100, V80, H80, HHM80, AND TVM SERIES
PISTON AND CONNECTING ROD ASSEMBLIES
32
ARROW POINTS
TOWARD THE
VALVES
Connecting Rods
Some engine models have offset piston pins (not centered) to centralize the combustion force on the piston. Engine models LAV50, HM70, HM80, HHM80, HM100,
TVM170,195, 220, have offset pistons. When installing the connecting rod to the piston it is imperative that the rod be installed correctly. The piston used on these models will have either an arrow stamped above the piston pin hole, a number cast on the inside of the piston skirt or an arrow stamped on the top of the piston (diag. 32 & 33). All other engine models use a centered piston pin. If the piston does not have an arrow or number cast inside, the piston can be installed in either direction on the connecting rod. On all
engine models, the match marks on the connecting rod must align and face out when installing the assembly in the engine (diag. 34 & 35).
The arrow on the top of the piston must point toward the valves when installing it in the cylinder (diag. 33). The inside casting number (if present) must face toward the long side of the connecting rod. If there is an arrow on the side of the piston, the arrow must point toward the short side of the connecting rod. (diag. 32).
On horizontal shaft engines, oil dippers are attached to the bottom connecting rod bolt. Some engines have the oil dipper cast in the rod cap. Consult the specification chart for the proper rod bolt torque when installing the cap. The rod bolts should be torqued in 50 inch pound (5.5 Nm) increments until the specified torque is achieved.
WRIST PIN
TVM220 PISTON AND ROD
MATCH MARKS
(either location)
MATCH MARKS
MATCH
MARKS
33
34 35
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CRANKSHAFTS AND CAMSHAFTS
Inspect the crankshaft visually and with a micrometer for wear, scratching, scoring, or out of round condition. Check for bends on the P.T.O. end using a straight edge, square or a dial indicator.
CAUTION: NEVER TRY TO STRAIGHTEN A
BENT CRANKSHAFT.
The timing marks on the camshaft and the crankshaft gears must be aligned for proper valve timing. (diag. 36 & 37).
CAMSHAFT
GEAR TIMING
MARK
BEVEL
CHAMFER TOOTH
CRANKSHAFT GEAR
Camshafts
Check the camshaft bearing surfaces for wear using a micrometer. Inspect the cam lobes for scoring or excessive wear. If a damaged camshaft is replaced, the mating crankshaft and governor gear should also be replaced. If the crankshaft gear is pressed on it is not serviceable and the crankshaft must also be replaced.
Clean the camshaft with solvent and blow all parts and passages dry with compressed air, making sure that the pins and counterweights are operating freely and smoothly on mechanical compression relief types.
Camshafts used in rotary mower engines utilize a composite gear (glass filled nylon) for the purpose of reducing internal gear noise.
Mechanical Compression Release (MCR) camshafts have a pin located in the camshaft, that extends over the exhaust cam lobe, to lift the valve and relieve the engine compression for easier cranking. When the engine starts, centrifugal force moves the weight outward and the pin will drop back down. The engine will now run at full compression (diag.
38).
Some engines are equipped with Bump Compression
Release (BCR) camshafts that have a small bump ground on the exhaust lobe of the camshaft to relieve compression
(diag. 39).
Newer camshafts are designated as Ramp Compression
Release (RCR) and utilize a less aggressive ramp than what is used on the BCR camshaft.
GEAR
KEYWAY
CAMSHAFT
GEAR
EXHAUST
LEV Exhaust Mechanical Compression
Release (MCR) Cam Bushing Service
(Used in production October 1999)
INTAKE
Removal
1. Place an LEV cylinder in a soft jawed vice and using a nonmetallic mallet, tap a #6 easy-out into the bushing so the easy-out makes a solid contact with the cam bushing.
2. Turn counterclockwise until the easy-out goes into the bushing a sufficient amount so that the bushing can be removed without the easy-out releasing. Spin the bushing counterclockwise with the easy-out while pulling for removal. CAUTION: Cam bushings should never be reused.
AIR FROM
TOP MAIN
BEARING
OIL GALLEY
Þ
3. Blow compressed air down the top main bearing oil galley to the top cam bearing. This will clean any plastic particles that might have entered into the passage from the cam bushing removal procedure. Rinse cylinder in a parts tank, then lubricate the cam bearing pocket with oil.
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PUNCH MARK
SMALL
HOBBING HOLE
CRANKSHAFT
SMALL HOBBING
HOLE
COMPRESSION
RELEASE
MECHANISM
38
CAM
BUSHING
INSTALLED
36
37
39
40
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Installation
1. Lube the small end of the LEV/VSK camshaft and a new cam bushing liberally with oil. (Never reuse cam bushings once removed).
2. With the strength of your hand, place a new cam bushing on the corresponding end of the camshaft and press the bushing into the cam until flush with the casting.
PLACE BUSHING
LEV/VSK
CAMSHAFT
WITH EXHAUST
MCR
VALVES
The valves should be checked for proper clearance, sealing, and wear. Valve condition is critical for proper engine performance. Valve clearance should be checked before removal from the engine block if a valve problem is suspected or when the valves or seats are recut.
Valve clearance (between the valve stem and valve lifter) should be set or checked when the engine is cold. The piston should be at T.D.C. on the compression stroke (both valves closed).
Use a valve grinder or "V" block to hold the valve square when grinding the valve stem to obtain the proper clearance
(diag. 43).
When servicing the valves, all carbon should be removed from the valve head and stem. If the valves are in a usable condition, the valve face should be ground using a valve grinder to a 45 degree angle. If after grinding the valve face the margin is less than 1/32 of an inch (.793 mm), the valve should be replaced (diag. 43).
Valves are not identical. Valves marked "EX" or "X" are installed in the exhaust valve location. Valves marked "I" are installed in the intake valve location. If the valves are unmarked, the nonmagnetic valve (head) is installed in the exhaust valve location.
To reinstall the valves, position the valve caps and springs in the valve compartment. If the spring has dampening coils, the valve spring should be installed with the dampening coils away from the valve cap and retainer (diag. 44).
Install the valves into the guides making sure the correct valve is in the proper port. The valve stem must pass through the upper valve cap and spring. Hook the valve spring retainer on the groove in the valve stem and release the spring tension to lock the cap in place. Early models may have a pin through the valve stem. Compress the spring and cap and use a needle nose pliers to insert the pin in the valve stem hole. Release the spring and check that the pin is locked under the cap.
Emissionized engines have a valve stem seal on the intake valve which prevents excess oil vapor from entering the combustion chamber. This vapor would produce an unsatisfactory exhaust emission and fail today's CARB and EPA emission standards.
Tecumseh's position on emissionized engines is that oversized valves are not necessary. The emissionized valve with the valve stem seal should last the life of the engine.
Therefore, seals for oversized valves do not exist for our small frame engines. Replacement of this seal is necessary if valves have been removed for service.
NOTE: If the spring has dampening coils, they always go
toward the stationary surface.
CAM
BUSHING
RIGHT
FACE
WRONG
1/32"
(.793 mm)
LEV/VSK
CAMSHAFT
WITH EXHAUST
MCR
MINIMUM
DIMENSION
SPRING MUST BE SQUARE
DAMPENING COILS
LOCATED CLOSER
TOGETHER
INTAKE VALVE STEM SEAL (EMISSIONIZED ENGINES) www.mymowerparts.com
No.6
EASY-OUT
MARGIN
FACE
STEM
41
42
45
0
43
44
45
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Valve Seats
Valve seats are not replaceable. If they are burned, pitted, or distorted they can be reground using a grinding stone or a valve seat cutting tool. Valve seats are ground to an angle of 46 degrees. Check the specifications section for proper width.
The recommended procedure to properly cut a valve seat is to use the Neway Valve Cutting System, which consists of three different cutters. LEV engines have a small combustion chamber and require the use of a special Neway cutter
#103 for the 46 and 31 degree combination cutter. The 60 degree cutter is Neway cutter #101. The tapered pilots required are; Neway #100-1/4-1 for the .249 (6.325 mm) exhaust guide, and Neway #100-1/4 for the .250 (6.35 mm) intake guide.
Consult the cutter's complete procedure guide for additional information.
NOTE: The valve seats are cast into the engine block at a slight angle on the LEV engines. When reconditioning valve
seats on the LEV engine, the seat cutter will make simultaneous contact with the seat and the aluminum portion of the engine block. There is no detrimental effect to performance or life of the valve seat or block from the procedure if done correctly.
First, use the 60 degree cutter to cut the bottom narrowing/angle. The more of bottom narrowing that is removed the higher the contact surface will be on the valve face (closer to the margin diagram 46).
Second, use the 31 degree cutter to cut the top narrowing/angle. The more of top narrowing that is removed the lower the contact surface will be on the valve face (away from the margin diagram 47).
Lastly, use the 46 degree cutter to cut the middle angle which is where the valve will contact the valve seat (diagram 48).
Consult the specifications pages for specific valve seat width dimensions by engine model.
BOTTOM
NARROWING
CUTTER
15
0
TOP
NARROWING
CUTTER
31
0
SEAT CUTTER
46
0
FINALCUT
60
0
BOTTOM
NARROWING
SEAT
SEAT
48
46 47
Valve Lifters
The valve lifters on some engines are different lengths. The shorter lifter is installed in the intake position and the longer lifter is installed in the exhaust position. When removing, mark the lifters to install the lifter in the same position as it was removed from.
Oversize Valve Guides (Pre-emmisionized Engines)
The valve guides are permanently installed in the cylinder block. If they get worn excessively, they can be reamed oversize to accommodate a 1/32" (.793 mm) oversize valve stem.
The guides should be reamed oversize with a straight shanked hand reamer or low speed drill press. Refer to the "Table of Specifications" (Chapter 10) to determine the correct oversize dimension. Reamers are available through your local
Tecumseh parts supplier. Consult the tool section in Chapter 11 for the correct part numbers.
The upper and lower valve spring caps must be redrilled to accommodate the oversize valve stems.
After oversizing the valve guides, the valve seats must be recut to align the valve seat to the valve guide.
CRANKCASE BREATHERS
The breather element and case can be cleaned using cleaning solvent. Make sure the small drain hole or holes are clean and installed facing down, so as to allow oil to return back into the crankcase.
TUBE
CHECK VALVE
ELEMENT
Top Mounted Breather
This type of breather is mounted in the top and rear of the cylinder block in vertical shaft engines. The check valve allows positive pressure to be vented through the element and out the tube. Some engines have the breather tube connected to the air cleaner assembly (diag. 49).
BAFFLE
OIL RETURN
PRESSURE OUT
49
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Late production top mounted breathers use the rubber boot and breather tube as a push in design. Mark or note the location of the breather tube. Use a large flat blade screwdriver to pry the boot up and lift the breather assembly out. Be careful not to drop the breather body out of the rubber boot when removing (diag. 50).
A new breather tube boot is recommended for replacement to assure proper crankcase seal. Apply engine oil to the breather tube boot and push the breather in until the top shoulder of the boot contacts the crankcase.
50
Side Mounted Breather
This type of breather mounts over the valve compartment and uses a reed style check valve. Most horizontal shaft engines use this style of breather. The filter element is held in place by a small barb in the cover. To remove the filter, insert a knife blade between the filter element and the barb, and depress the filter element (diag. 51).
Some engine models have two gaskets installed next to the cylinder block. If two gaskets were originally installed, replace them using two gaskets (diag. 52).
COVER GASKET
BODY
REED
GASKET
BODY
DRAIN
HOLE
51
FILTER
GASKET
COVER
TUBE
52
Integral Breather
Some ECV engines are equipped with breathers that are part of the cylinder block. Venting is accomplished through passages drilled in the block to route the air flow to the outside (diag. 53).
GASKET
BAFFLE
COVER
RETURN HOLE
ONE WAY
DISC VALVE
COVER PLATE
IDENTIFICATION
PLATE
WELCH
PLUG
GASKET
ONE WAY
DISC VALVE
RETURN
HOLE
BAFFLE
53
CYLINDER COVER, OIL SEAL, AND BEARING SERVICE
Cylinder Cover
The following procedures, except oil seal replacement, require engine disassembly. See "Disassembly Procedure" in this chapter.
Clean and inspect the cover, look for wear and scoring of the bearing surfaces. Measure the bearing surface diameters using a micrometer and check the specifications for worn or damaged parts. Replace as necessary.
When reinstalling the cover, apply a drop of Loctite 242 to the cover screw threads and re-torque to the recommended specification. Always use new oil seals and gaskets after disassembly.
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Oil Seal Service
NOTE: BEFORE REMOVING THE OIL SEAL, CHECK TO
SEE IF THE SEAL IS RAISED OR RECESSED. WHEN
INSTALLING A NEW OIL SEAL, TAP IT INTO POSITION
GENTLY UNTIL IT IS SEATED INTO ITS BOSS. SOME
SEALS ARE NOT POSITIONED FLUSH TO THE
CYLINDER COVER. ATTEMPTING TO INSTALL THE SEAL
TOO FAR IN CAN CAUSE DAMAGE TO THE OIL SEAL
AND ENGINE.
If the crankshaft is removed from the engine, remove the old oil seals by tapping them out with a screwdriver or punch from the inside. If the crankshaft is in place, remove the seal by using the proper oil seal puller (diag. 54).
Select the proper seal protector and driver from the tool list in Chapter 11 to install a new oil seal. Place the oil seal over the protector (spring side of seal faces inward) and place it over the crankshaft. Drive the seal into position using the universal driver part no. 670272. The seal protector will insure that the seal is driven in to the proper depth
(diag. 55).
OIL SEAL REMOVER
TOOL: POSITIONED FOR
REMOVAL OF OIL SEAL
OIL SEAL
OIL SEAL
54
OIL SEAL
DRIVER 670272
OIL SEAL DRIVER
PROTECTOR
CRANKSHAFT BEARING SERVICE
Ball Bearing Service (H40-HM100 engines)
To remove the ball bearing from the cylinder cover, the bearing locks will have to be rotated out of the way. First loosen the locking nuts with a socket. Turn the retainer bolts counterclockwise to the unlocked position with a needle nose pliers (diag. 56). The flat side of the retainer will face away from the bearing in the unlocked position
(diag. 57).
When reinstalling the locks, the flat side must face the bearing while the locking nuts should be torqued to
15-22 inch pounds (1.695 - 2.486 Nm).
To remove a ball bearing from the crankshaft, use a bearing splitter and a puller (diag. 58).
When installing the ball bearing to the crankshaft, the bearing must be heated by either using a hot oil bath or heat lamp to expand the bearing. This will allow the bearing to slide on the crankshaft with no interference fit. Be careful to use adequate protection handling the hot ball bearing.
The bearing and the thrust washer must seat tightly against the crankshaft gear.
FLAT
LOCKED
P.T.O. BALL BEARING
INTERIOR OF COVER
FLAT
UNLOCKED
55
56
TURN CLOCKWISE
TO LOCK
TURN COUNTER-
CLOCKWISE TO UNLOCK
EXTERIOR OF COVER
57
88
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PULLER
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COUNTERBALANCE SERVICE
To correctly align the Ultra-Balance ® system, rotate the piston to top dead center (TDC) and insert the counterbalance shaft into its boss in the cylinder block with the arrow on the gear pointing toward the crankshaft.
Slide the drive gear on the crankshaft, making sure the drive gear is located on the crankshaft key and that the arrow on the drive gear is aligned with the arrow on the gear on the counterbalance shaft (diag. 59 & 60).
DRIVE GEAR
GOVERNOR
CAMSHAFT
KEYWAY
FLANGE
59
COUNTER
BALANCE
SHAFT
DRIVE
GEAR
60
FLYWHEEL SERVICE
Some Tecumseh engines have polypropylene fans that are replaceable. A damaged fan can be replaced by tapping on the outside portion of the fan until it separates from the iron portion of the flywheel (diag. 61).
A new fan may be installed by heating the polypropylene fan in a pan of boiling water. Suspend the fan off the bottom of the pan while heating. Using adequate protection, install the hot fan to the flywheel. Make sure the fan locators fit into the hub area of the flywheel.
Flywheel magnets are factory installed and permanently bonded to the flywheel. If the magnets are damaged or lose their magnetic strength, the flywheel must be replaced.
IRON WHEEL
POLYPROPYLENE
PORTION OF
FLYWHEEL
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CHAPTER 10
ENGINE SPECIFICATIONS
The engine specifications listed on the following pages include tolerances that are considered acceptable to achieve normal engine operation.
Observed values inside the listed tolerance range are satisfactory and require no adjustments.
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FOUR CYCLE TORQUE SPECIFICATIONS
The torque specifications listed in this chart are to be used for replacing components after disassembly, not for checking an existing engine bolt torque. Checking a torque value on a new or used engine may be lower due to torque relaxation that occurs on all engines from thermal expansion and contraction. However, sufficient clamping force exists and a re-torque is not necessary.
L o c a it o n
C y .l
H e a d B o tl s i n .
l b s .
f .t
l b s .
N m
2 0 0 1 6 .
5 2 2 .
5
A L L
T V
T V
X L
S
X
A L L
T N T
A
E
L L
C V
A L L
L A V
X X X
H , V ,
H H ,
V H
3 0 4 0
X
H S S
H S
K
T V M
1 2 5 ,
1 4 0
H S K
H 5 0 -
6 0
V 5 0
V 6 0
V 7 0
X
H S K
H 7 0
V M
T V
T V
M
X L
&
1 7 0 ,
1 9 5 , 2 2 0
H M S K
H M X L
H M
H H ,
V H
5 0 7 0
L
V
E
S
V
K
X X X X X X X X
X X X X X X X
C o n n .
R o d B o tl s
1 0 5 8 .
5 1 1 .
5 X
C o n n .
R o d B o tl s
C o n n .
R o d B o tl s
C y .l
C o v e r
F l a n g e o r
C y .l
C o v e r o r
F l a n g e ( P o w e lr o k )
F l y w h e e l N u t
( A l u m i n u m )
F l y w h e e l N u t
(
F l y
C a w h e s t e l ri o n )
N u t
F l y w h e e l N u t
F l y w h e e l
E x .t
I g n .
N u t
S p a r k P l u g
1
2
1
1
7
7
1
1
2
0
0
0
5
5
0
2 5 0
I g n .
M
( D ri e c t o u t o n
C it n g y il n d e r )
4 5
(
I g
D n .
ri e
M o u n c t t o it n g
C y il n d e r )
I g n .
( S t u d
M o u n it n g t o C y il n d e r )
(
I g n .
t o
M o u n
S t u d ) it n g
I n t a k e
C y il n d
P e r i p e t o
I n t a k e P i p e
C y il n d e r t o
I n t a k e P i p e
C y il n d e r t o
I
C a r b u r e n t a k e t o r
P i p e t o
C a r b .
t o C y
A d a p t e r il n d e r
1
9
3
4
9
1
0
5
5
5
0
1 2 0
7
8
0
5
4 5 0
4 7 5
5 5 0
6 3 0
1 4
1 7 .
5
1 9
2 4
1
3
5
9
7
7 .
4
4
2
5
0
2
.
4
3
4
8
9
.
6
7
0
6
.
.
8
5
1
5
1 0
5
5
5
2
1
1 3 .
5
9
1
1
5 1
5 4
6 2
7 1
7
8 .
1
5
4
5
1
1 .
.
8
3
4
9
0
1
5
5
5
X
X
X
X
X
X
X
X X X
X X X
X X X
X X X
X X X
X X X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X X
X X
X X X X
X
X
X
X
X
X X X X
X X X X
X
X
X
X
X X X X
X X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X X
X
X
X
X
X
X
X X
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FOUR CYCLE TORQUE SPECIFICATIONS - CONTINUED
The torque specifications listed in this chart are to be used for replacing components after disassembly, not for checking an existing engine bolt torque. Checking a torque value on a new or used engine may be lower due to torque relaxation that occurs on all engines from thermal expansion and contraction. However, sufficient clamping force exists and a re-torque is not necessary.
L o c a it o n
M u f
S h o lf e r u l d e
M o r S u n c r e it n g w
M u f lf e r
M o
S h o u n u l d it n g e r S
N o c r e w
(
M u f
P a lf e r n c a k
M o e ) u n it n g i n .
l b s .
f .t
l b s .
N m
A L L
T V X L
T V S
3
1
2
7
0
.
0
0
5
8 .
2
3
5 1
2
1
.
4
.
5
5 X
X
A L L
T N T
A
E
L L
C V
A L L
L A V
X
X
X
X X
H , V ,
H H ,
V H
3 0 4 0
H S S
H S
K
T V M
1 2 5 ,
1 4 0
H S K ,
H 5 0 -
6 0
V 5 0
V
V
6 0
7 0
H S K
H 7 0
V 8 0
V M
T V M &
T V X L
1 7 0 ,
1 9 5 ,
2 2 0
H M S K
H M X L
H M
H H ,
V H
5 0 7 0
L E
V S
V
K
X
X
X
(
M u f
L o c lf e r k T
M a b o u n s ) it n g
M u f lf
( H T L ) e r M o u n it n g
7
8
2
7 .
.
5
5 7 .
6
5 1
8
0
X
X
X X X
X X X X X X
M u f lf e r M t g .
1 2 0 1 0 1 3
M
F u l a f n lf e g e r d
M t g .
M u f
S h o lf e u l d r e
M r t g .
B o tl
M a g
T o n
C y e il t o n d
S t a t o r e r
1
8
6
1
0
5
0
R e
M o c o u n t li
T h r e a d
S t a r t e r
&
F o
8 3 2 r m i n
T o p g
2 2 .
5
R e
( T o c o p li
M o
S t a u n r
)t t e r
R e
( S i c d
P l a s o e it c ) li S
M o t a r t e u n t r
R e
( S i c d
M e t a o e li
)l
S
M o t a r t e u n t r
E
T o l e c t
C y ir c il n d
S t a e r r t e r
E
T o l e c t
C y ir c il n d
S t a e r r t e r
E
T o l e c t
C y ir c il n d
S t a e r r t e r
1
5
8
6
6
9
5
0
5
0
5
5
5
6 .
5
1
9
2
4
7
5
8
3 1
2
5
9
1
.
.
.
9
1 2 .
5 .
5 7 .
5
7
5
5
5
5 .
5 7 .
5
7 .
1
5
5
X
X
X
X
X
X X X
X X X
X X
X X
X
X X X
X
X
X
X
X
X
X
X
X
X
X X X X
X X X X
X X X X
X X X X
X X X X
X
X
X
X
X
X
X
X
X
X
X
X
X
X X
X
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ENGINE SPECIFICATIONS STANDARD POINT IGNITION
All models have point setting of .020" (.508 mm), spark plug gap of .030" (.762 mm), valve seat angle of 46
0
All U.S. dimensions are in inches.
.
S P E C I F I C A T I O N S
L A V 2 5 ,
P r i
T o
V r
S t o
7 5 9 0
8 / 1 9 8 7 ,
H 2 5 , H 3 0
L A V 3 0
-
P r i o r
1 9 8 2 &
U .
S .
M e m t m ir c
( 1 9 8 3
H 3 0
S e r i a l n o .
)
U .
S .
M e t m m ir c
L A V 3 5 ,
( 1 9 8 2 &
H 3 5 p r i o r )
U .
S .
M e t m m ir c
( 1 9 8 3
H 3 5
S e r i a l n o .
)
U .
S .
M e t m m ir c
U .
E C V 1 0 0
S .
M e t m m ir c
D i s p l a c e m e n t ( i n ³ ) ( c c )
7 .
7 5 1 2 7 .
0 2 9 .
0 6 1 4 8 .
5 0 9 .
0 6 1 4 8 .
5 0 9 .
5 2 1 5 6 .
0 3 9 .
9 8 1 6 3 .
5 7
S t r o k e
B o r e
T i m i n g D i m .
B .
T .
D .
C .
V a l v e C l e a r a n c e
V a l v e S e a t W i d t h
Intake
Exhaust
V a l v e
O v e r s i
G u i d e z e D i m .
C r a n k s h a f t E n d P l a y
C r a n k p i n J o u r n a l D i a .
C r
M a a n k s h a f t i n B r g .
M a g .
D i a .
C r a n k s h a f t
M a i n B r g .
P .
D i a .
T .
O .
C a m s h a f t J o u r n a l s
C a m s h a f t
C y l i n d
F l a n g e e r &
B e a r i n g s
C o v e r /
C o
D i a n n e c m e t t i e r n g R o d
C r a n k B e a r i n g
P i s t o n
B o t t o m
D i a
O f m
S e t e r k i r t
P i s t o n P i n D i a m e t e r
R i n g
S
1 i s d e t &
G r o o v e
C
2 l n e d a r
C a o n c e m p .
R i n g G r o o v e
S i d e C
B o t t o m l e a r
O i l a n c e
P i s t o n S k i r t
C l e a r a n c e
R i n g E n d G a p
C y l i n d e r M a i n B r g .
C y l i n d e r
C o v e r
B e a r i
/ n g
F l a n g e
D i a m e t
M e r a i n
1 .
8 4 4
2 .
3 1 2 5
2 .
3 1 3 5
0 .
0 6 5
.
4 9 9 9
.
5 0 0 5
.
8 6 2 0
.
8 6 2 5
2 .
3 0 9 2
2 .
3 1 0 0
.
5 6 2 8
.
5 6 3 0
.
0 0 2
.
0 0 5
.
.
0 0 4
0 0 8
.
0 3 5
.
0 4 5
.
.
2 8 0 7
2 8 1 7
.
0 0 5
.
0 2 7
.
.
8 6 1 0
8 6 1 5
.
.
8 7 3 5
8 7 4 0
.
8 7 3 5
.
8 7 4 0
.
4 9 7 5
.
4 9 8 0
.
.
0 0 0 5
0 0 3 5
.
0 0 2 5
.
0 0 4 3
.
0 0 7
.
0 1 7
.
.
8 7 5 5
8 7 6 0
.
8 7 5 5
.
8 7 6 0
4 6 .
8 3 8
5 8 .
7 3 8
5 8 .
7 6 3
1 .
6 5 1
1 2 .
6 7 5
1 2 .
7 1 3
2 1 .
8 9 5
2 1 .
9 0 8
5 8 .
6 5 4
5 8 .
6 7 4
1 4 .
2 9 5
1 4 .
3 0 0
.
0 5 1
.
1 2 7
.
1 2 7
.
6 8 6
2 1 .
8 6 9
2 1 .
8 8 2
2 2 .
1 8 7
2 2 .
2 0 0
2 2 .
1 8 7
2 2 .
2 0 0
1 2 .
6 3 7
1 2 .
6 4 9
.
1 0 2
.
2 0 3
.
8 8 9
1 .
1 4 3
7 .
1 3 0
7 .
1 5 5
.
0 1 3
.
0 8 9
.
0 6 4
.
1 0 9
.
1 7 8
.
4 3 2
2 2 .
2 3 8
2 2 .
2 5 0
2 2 .
2 3 8
2 2 .
2 5 0
4 6 .
8 3 6
6
6 3 .
5
3 .
5 2 5
1 .
6 5 1
1 2 .
6 7 5
1 2 .
7 1 2
2 1 .
8 9 5
2 1 .
9 0 8
6 3 .
3 7 8
6 3 .
3 9 8
1 4 .
2 9 5
1 4 .
3 0 0
.
0 5 1
.
1 2 7
.
1 2 7
.
6 8 6
2 1 .
8 6 9
2 1 .
8 8 2
2 2 .
1 8 7
2 2 .
2 0 0
.
1 0 2
.
2 0 3
.
8 8 9
1 .
1 4 3
7 .
1 3 0
7 .
1 5 5
2 2 .
1 8 7
2 2 .
2 0 0
1 2 .
6 3 7
1 2 .
6 4 9
.
0 1 3
.
0 8 9
.
1 0 2
.
1 4 7
.
1 7 8
.
4 3 2
2 2 .
2 3 8
2 2 .
2 5 0
2 2 .
2 3 8
2 2 .
2 5 0
1 .
8 4 4
2 .
5 0 0 0
2 .
5 0 1 0
0 .
0 3 5
.
4 9 9 9
.
5 0 0 5
.
8 6 2 0
.
8 6 2 5
2 .
4 9 5 2
2 .
4 9 6 0
.
5 6 2 8
.
5 6 3 0
.
0 0 2
.
0 0 5
.
.
0 0 4
0 0 8
.
0 3 5
.
0 4 5
.
.
2 8 0 7
2 8 1 7
.
0 0 5
.
0 2 7
.
.
8 6 1 0
8 6 1 5
.
.
9 9 8 5
9 9 9 0
.
8 7 3 5
.
8 7 4 0
.
4 9 7 5
.
4 9 8 0
.
.
0 0 0 5
0 0 3 5
.
0 0 4 0
.
0 0 5 8
.
0 0 7
.
0 1 7
1 .
1 .
0 0 0 5
0 0 1 0
.
8 7 5 5
.
8 7 6 0
1 .
8 4 4
2 .
5 0 0 0
2 .
5 0 1 0
0 .
0 6 5
.
4 9 9 9
.
5 0 0 5
.
8 6 2 0
.
8 6 2 5
2 .
4 9 5 2
2 .
4 9 6 0
.
5 6 2 8
.
5 6 3 0
.
0 0 2
.
0 0 5
.
.
0 0 4
0 0 8
.
0 3 5
.
0 4 5
.
.
2 8 0 7
2 8 1 7
.
0 0 5
.
0 2 7
.
.
8 6 1 0
8 6 1 5
.
.
8 7 3 5
8 7 4 0
.
8 7 3 5
.
8 7 4 0
.
4 9 7 5
.
4 9 8 0
.
.
0 0 0 5
0 0 3 5
.
0 0 4 0
.
0 0 5 8
.
0 0 7
.
0 1 7
.
.
8 7 5 5
8 7 6 0
.
8 7 5 5
.
8 7 6 0
4 6 .
8 3 8
6 3 .
5
6 3 .
5 2 5
.
8 8 9
1 2 .
6 7 5
1 2 .
7 1 2
2 1 .
8 9 5
2 1 .
9 0 8
6 3 .
3 7 8
6 3 .
3 9 8
1 4 .
2 9 5
1 4 .
3 0 0
.
0 5 1
.
1 2 7
.
1 2 7
.
6 8 6
2 1 .
8 6 9
2 1 .
8 8 2
2 5 .
3 6 2
2 5 .
3 7 5
.
.
1 0 2
2 0 3
.
8 8 9
1 .
1 4 3
7 .
1 3 0
7 .
1 5 5
2 2 .
1 8 7
2 2 .
2 0 0
1 2 .
6 3 7
1 2 .
6 4 9
.
.
0 1 3
0 8 9
.
1 0 2
.
1 4 7
.
1 7 8
.
4 3 2
2 5 .
4 1 3
2 5 .
4 2 5
2 2 .
2 3 8
2 2 .
2 5 0
1 .
9 3 8
2 .
5 0 0 0
2 .
5 0 1 0
0 .
0 3 5
.
4 9 9 9
.
5 0 0 5
1 .
0 0 0 5
1 .
0 0 1 0
2 .
2 .
4 9 5 2
4 9 6 0
.
5 6 2 8
.
5 6 3 0
.
0 0 2
.
0 0 5
.
0 0 4
.
0 0 8
.
0 3 5
.
0 4 5
.
2 8 0 7
.
2 8 1 7
.
0 0 5
.
0 2 7
.
9 9 9 5
1 .
0 0 0 0
.
9 9 8 5
.
9 9 9 0
.
9 9 8 5
.
9 9 9 0
.
4 9 7 5
.
4 9 8 0
.
0 0 0 5
.
0 0 3 5
.
0 0 4 0
.
0 0 5 8
.
0 0 7
.
0 1 7
1 .
0 0 0 5
1 .
0 0 1 0
1 .
0 0 0 5
1 .
0 0 1 0
4 9 .
2 2 5
6 3 .
5
6 3 .
5 2 5
.
8 8 9
1 2 .
6 7 5
1 2 .
7 1 2
2 5 .
4 1 3
2 5 .
4 2 5
6 3 .
3 7 8
6 3 .
3 9 8
1 4 .
2 9 5
1 4 .
3 0 0
.
0 5 1
.
1 2 7
.
1 2 7
.
6 8 6
2 5 .
3 8 7
2 5 .
4 0 0
2 5 .
3 6 2
2 5 .
3 7 5
.
.
1 0 2
2 0 3
.
8 8 9
1 .
1 4 3
7 .
1 3 0
7 .
1 5 5
2 5 .
3 6 2
2 5 .
3 7 5
1 2 .
6 3 7
1 2 .
6 4 9
.
.
0 1 3
0 8 9
.
1 0 2
.
1 4 7
.
1 7 8
.
4 3 2
2 5 .
4 1 3
2 5 .
4 2 5
2 5 .
4 1 3
2 5 .
4 2 5
1 .
8 4 4
2 .
2 .
6 2 5 0
6 2 6 0
0 .
0 3 5
.
4 9 9 9
.
5 0 0 5
.
8 6 2 0
.
8 6 2 5
2 .
2 .
6 2 0 2
6 2 1 0
.
5 6 2 8
.
5 6 3 0
.
0 0 2
.
0 0 5
.
0 0 4
.
0 0 8
.
0 3 5
.
0 4 5
.
2 8 0 7
.
2 8 1 7
.
0 0 5
.
0 2 7
.
8 6 1 0
.
8 6 1 5
.
8 7 3 5
.
8 7 4 0
.
8 7 3 5
.
8 7 4 0
.
4 9 7 5
.
4 9 8 0
.
0 0 1
.
0 0 4
.
0 0 4 0
.
0 0 5 8
.
0 0 7
.
0 1 7
.
8 7 5 5
.
8 7 6 0
.
8 7 5 5
.
8 7 6 0
4 6 .
8 3 8
6 6 .
6 7 5
6 6 .
7 0 0
.
8 8 9
1 2 .
6 7 5
1 2 .
7 1 2
2 1 .
8 9 5
2 1 .
9 0 8
6 6 .
5 5 3
6 6 .
5 7 3
1 4 .
2 9 5
1 4 .
3 0 0
.
0 5 1
.
1 2 7
.
.
1 0 2
2 0 3
.
8 8 9
1 .
1 4 3
7 .
1 3 0
7 .
1 5 5
.
1 2 7
.
6 8 6
2 1 .
8 6 9
2 1 .
8 8 2
2 2 .
1 8 7
2 2 .
2 0 0
2 2 .
1 8 7
2 2 .
2 0 0
1 2 .
6 3 7
1 2 .
6 4 9
.
.
0 2 5
1 0 2
.
1 0 2
.
1 4 7
.
1 7 8
.
4 3 2
2 2 .
2 3 8
2 2 .
2 5 0
2 2 .
2 3 8
2 2 .
2 5 0
93 www.mymowerparts.com
For Discount Tecumseh Engine Parts Call 606-678-9623 or 606-561-4983
ENGINE SPECIFICATIONS STANDARD POINT IGNITION
(CONT.)
All models have point setting of .020" (.508 mm), spark plug gap of .030" (.762 mm), valve seat angle of 46
0
All U.S. dimensions are in inches.
.
S
D
S
B t i
P o r s r
E p o e k
C l a e
I c e
F I C m e
A n t
T
( i
I O n ³ )
N
(
S c c )
T i m i n g D i m .
B .
T .
D .
C .
V v
M a i n e C l e
B r g .
a r a n c e
V a l v e S e a t W i d t h
Intake
Exhaust
V a l v e
O v e r s i
G u i d e z e D i m .
C
C
C r
M
C r a n k s h a f t
C
C a m s h a f t
C
F l a n g e
C o
D
P r r i i a l a n a n k s k p h a i n a n k s h a f t i n a m y a a s l n n e c t i n m o s
B r h a d e n t
B o t t o m e r e g t i r f t
.
n f t
J
M a g .
D i a .
D i a .
J o g
C
E o u
P r a
.
n
T .
O .
u r d r n n a l
R o d n k
D i a
O f m
S e t e r k i r t
P a l l s
D
&
B e a r i n g s
C o v e r / a y
B e a r
P i s t o n P i n D i a m e t e r
R i n g
S
1 i s d e t &
G r o o v e
C l e
2 n d a r
C a n c e o m p .
R i n g
S i d e
G
C
B o t t o m l r o o v e e a r
O i l a n c e
P i
C l s t o n S k e a r a n c e i r t i a .
i n g
.
0 0 5
.
0 2 7
.
8 6 1 0
.
8 6 1 5
.
9 9 8 5
.
9 9 9 0
.
8 7 3 5
.
8 7 4 0
.
4 9 7 5
.
4 9 8 0
.
0 0 4
.
0 0 8
.
0 3 5
.
0 4 5
.
2 8 0 7
.
2 8 1 7
.
4 9 9 9
.
5 0 0 5
.
.
8 6 2 0
8 6 2 5
2 .
6 2 0 2
2 .
6 2 1 0
.
.
5 6 2 8
5 6 3 0
.
.
.
.
0
0
0
0
0
0
0
0
2
5
1
4
R
C i y n l i g n
E d e n r d
M
G a i a p n B r g .
.
.
0 0 4 0
0 0 5 8
.
0 0 7
.
0 1 7
1 .
0 0 0 5
1 .
0 0 1 0
C
C y l o v i n d e r e r / F l a n g e
B e a r i n g D i a m e t
M e r a i n
.
.
8 7
8 7
5 5
6 0
U .
T N T 1 0 0
S .
M e m t m ir c
9 .
9 8 1 6 3 .
5 7
1 .
8 4 4
2 .
6 2 5 0
2 .
6 2 6 0
0 .
0 3 5
4
6
6
.
6
6
6
8
.
8
.
6
.
7
8
3 8
7 5
0 0
9
.
1 0 2
.
2 0 3
.
8 8 9
1 .
1 4 3
7 .
1 3 0
7 .
1 5 5
.
1 2 7
.
6 8 6
2 1 .
8 6 9
2 1 .
8 8 2
2 5 .
3 6 2
2 5 .
3 7 5
2 2 .
1 8 7
2 2 .
2 0 0
1 2 .
6 3 7
1 2 .
6 4 9
1 2 .
6 7 5
1 2 .
7 1 3
2 1 .
8 9 5
2 1 .
9 0 8
6 6 .
5 5 3
6 6 .
5 7 3
1 4 .
2 9 5
1 4 .
3 0 0
2
2
.
.
2
2
0
1
.
.
5
2
2
2
1
7
3
5
8
0
.
0 2 5
.
1 0 2
.
1 0 2
.
1 4 7
.
1 7 8
.
4 3 2
2 5 .
4 1 3
2 5 .
4 2 5
.
0 0 1
.
0 0 4
.
0 0 5 5
.
0 0 7 0
.
0 0 7
.
0 1 7
1 .
0 0 0 5
1 .
0 0 1 0
.
9 9 8 5
.
9 9 9 0
.
9 9 8 5
.
9 9 9 0
.
4 9 7 5
.
4 9 8 0
.
0 0 4
.
0 0 8
.
0 3 5
.
0 4 5
.
2 8 0 7
.
2 8 1 7
.
0 0 5
.
0 2 7
.
9 9 9 5
1 .
0 0 0 0
.
4 9 9 9
.
5 0 0 5
1 .
0 0 0 5
1 .
0 0 1 0
2 .
2 .
6 2 0 2
6 2 1 0
.
5 6 2 8
.
5 6 3 0
.
0 0 2
.
0 0 5
.
9 9 8 5
.
9 9 9 0
.
9 9 8 5
.
9 9 9 0
.
6 2 3 0
.
6 2 3 5
.
0 0 4
.
0 0 8
.
0 4 2
.
0 5 2
.
3 4 3 2
.
3 4 4 2
.
0 0 5
.
0 2 7
1 .
0 6 1 5
1 .
0 6 2 0
.
6 2 4 5
.
6 2 5 5
1 .
0 6 3 0
1 .
0 6 3 5
2 .
4 9 4 5
2 .
4 9 5 0
.
5 6 2 8
.
5 6 3 0
.
0 0 2
.
0 0 5
V 4 0 V 4 0 B ,
V H 4 0 , H 4 0 ,
H H 4 0
U .
S .
M e m t m ir c
1 1 .
0 4 1 8 0 .
9 5
L A V 4 0 ,
H S 4 0 , T
T
V
V
X
S 1 0 5 ,
L 1 0 5
U .
S .
M e m t m ir c
1 0 .
4 9 1 7 1 .
9 3
2
2 .
2 .
0 .
.
2
5 0 0 0
5 0 1 0
0
5
5
0
0
6
6
5
3
7
3 .
1 .
.
.
5
5
2
1
0 0
2 5
7
5 1
2 .
2 .
0
.
.
9
0
3
3
8
6 2 5 0
6 2 6 0
5
4
6 6
.
9
6 6 .
8
.
2 3
6 7 5
.
7 0 0
8 9
U .
E C V 1 0 5
S .
M e t m m ir c
1 0 .
5 1 7 2 .
1 0
1 .
9 3 8
2 .
6 2 5 0
2 .
6 2 6 0
0 .
0 3 5
4
6 6
.
9
6 6 .
8
.
2 3
6 7 5
.
7 0 0
8 9
2 5 .
3 8 7
2 5 .
4 0 0
2 5 .
3 6 2
2 5 .
3 7 5
2 5 .
3 6 2
2 5 .
3 7 5
1 2 .
6 3 7
1 2 .
6 4 9
.
1 0 2
.
2 0 3
.
8 8 9
1 .
1 4 3
7 .
1 3 0
7 .
1 5 5
.
1 2 7
.
6 8 6
1 2 .
6 7 5
1 2 .
7 1 2
2 5 .
4 1 3
2 5 .
4 2 5
6 6 .
5 5 3
6 6 .
5 7 3
1 4 .
2 9 5
1 4 .
3 0 0
.
0 5 1
.
1 2 7
2 6 .
9 6 2
2 6 .
9 7 5
2 5 .
3 6 2
2 5 .
3 7 5
2 5 .
3 6 2
2 5 .
3 7 5
1 5 .
8 2 4
1 5 .
8 3 7
.
1 0 2
.
2 0 3
1 .
0 6 7
1 .
3 2 1
8 .
7 1 7
8 .
7 4 3
.
1 2 7
.
6 8 6
1 5 .
8 6 2
1 5 .
8 8 8
2 7 .
0 0 0
2 7 .
0 1 3
6 3 .
3 6 0
6 3 .
3 7 3
1 4 .
2 9 5
1 4 .
3 0 0
.
0 5 1
.
1 2 7
.
9 9 9 5
1 .
0 0 0 0
.
9 9 8 5
.
9 9 9 0
.
9 9 8 5
.
9 9 9 0
.
4 9 7 5
.
4 9 8 0
.
0 0 4
.
0 0 8
.
0 3 5
.
0 4 5
.
2 8 0 7
.
2 8 1 7
.
0 0 5
.
0 2 7
.
4 9 9 9
.
5 0 0 5
1 .
1 .
0 0 0 5
0 0 1 0
2 .
6 2 0 2
2 .
6 2 1 0
.
.
5 6 2 8
5 6 3 0
.
.
0 0 2
0 0 5
2 5 .
3 8 7
2 5 .
4 0 0
2 5 .
3 6 2
2 5 .
3 7 5
2 5 .
3 6 2
2 5 .
3 7 5
2 5 .
4 1 3
2 5 .
4 2 5
.
1 0 2
.
2 0 3
.
8 8 9
1 .
1 4 3
7 .
1 3 0
7 .
1 5 5
.
1 2 7
.
6 8 6
1 2 .
6 7 5
1 2 .
7 1 2
1 2 .
6 3 7
1 2 .
6 4 9
6 6 .
5 5 3
6 6 .
5 7 3
1 4 .
2 9 5
1 4 .
3 0 0
.
.
0 5 1
1 2 7
1 .
0 0 0 5
1 .
0 0 1 0
.
0 2 5
.
1 0 2
.
1 4 0
.
1 7 8
.
1 7 8
.
4 3 2
2 5 .
4 1 3
2 5 .
4 2 5
2 5 .
4 1 3
2 5 .
4 2 5
.
0 0 1
.
0 0 4
.
0 0 4 0
.
0 0 5 8
.
0 0 7
.
0 1 7
1 .
0 0 0 5
1 .
0 0 1 0
1 .
0 0 0 5
1 .
0 0 1 0
.
0 2 5
.
1 0 2
.
1 0 2
.
1 4 7
.
.
1 7 8
4 3 2
2 5 .
4 1 3
2 5 .
4 2 5
2 5 .
4 1 3
2 5 .
4 2 5
.
.
0 0 1
0 0 4
.
.
0 0 4 0
0 0 5 8
.
.
0 0 7
0 1 7
1 .
1 .
0 0 0 5
0 0 1 0
1 .
0 0 0 5
1 .
0 0 1 0
.
.
0 2 5
1 0 2
.
.
1 0 2
1 4 7
.
.
1 7 8
4 3 2
2 5 .
4 1 3
2 5 .
4 2 5
2 5 .
4 1 3
2 5 .
4 2 5
.
.
0 0 1
0 0 4
.
.
0 0 4 5
0 0 6 0
.
.
0 0 7
0 1 7
1 .
1 .
0 0 0 5
0 0 1 0
1 .
0 0 0 5
1 .
0 0 1 0
.
.
0 2 5
1 0 2
.
.
1 1 4
1 5 2
.
.
1 7 8
4 3 2
2 5 .
4 1 3
2 5 .
4 2 5
2 5 .
4 1 3
2 5 .
4 2 5
.
9 9 9 5
1 .
0 0 0 0
.
9 9 9 0
.
9 9 9 5
.
9 9 8 5
.
9 9 9 0
.
4 9 7 5
.
4 9 8 0
.
0 0 4
.
0 0 8
.
0 3 5
.
0 4 5
.
2 8 0 7
.
2 8 1 7
.
0 0 5
.
0 2 7
.
4 9 9 9
.
5 0 0 5
1 .
1 .
0 0 0 5
0 0 1 0
2 .
7 4 5 0
2 .
7 4 5 5
.
.
5 6 2 8
5 6 3 0
.
.
0 0 2
0 0 5
U .
E C V 1 1 0
S .
M e m t m ir c
1 1 .
5 1 8 8 .
4 9
1 .
9 3 8
2 .
7 5 0 0
2 .
7 5 1 0
0 .
0 3 5
4
6
.
9
6 9 .
9 .
8
.
2 3
8 5
8 8
8 9
2 5 .
3 8 7
2 5 .
4 0 0
2 5 .
3 7 5
2 5 .
3 8 7
2 5 .
3 6 2
2 5 .
3 7 5
2 5 .
4 1 3
2 5 .
4 2 5
.
1 0 2
.
2 0 3
.
8 8 9
1 .
1 4 3
7 .
1 3 0
7 .
1 5 5
.
1 2 7
.
6 8 6
1 2 .
6 7 5
1 2 .
7 1 2
1 2 .
6 3 7
1 2 .
6 4 9
6 9 .
7 2 3
6 9 .
7 3 6
1 4 .
2 9 5
1 4 .
3 0 0
.
.
0 5 1
1 2 7
94 www.mymowerparts.com
For Discount Tecumseh Engine Parts Call 606-678-9623 or 606-561-4983
ENGINE SPECIFICATIONS STANDARD POINT IGNITION
All models have point setting of .020" (.508 mm), spark plug gap of .030" (.762 mm), valve seat angle of 46
0
All U.S. dimensions are in inches.
.
D i
S
T
V
V
V
O v e r s i
C i t r a a a
S P E C I F s p r o
B o r m l l l v v v i e a n l a c e k e n e e e g k s
C l
D
S e z e e a r h a
I C A T m e n t i a t m
G u i d e
D i m .
f t
.
B .
a n c e
W
E i d n
( d i n
T t h
P
.
³ ) l
I
D .
(
O c
C .
a y c
N
)
S
Intake
Exhaust
L A V 5 0 , T V S
H S 5 0
1 2 0 ,
U .
S .
M e t m m ir c
1 2 .
0 4 1 9 7 .
3 4
1 .
9 3 8
2 .
8 1 2 0
2 .
8 1 3 0
0 .
0 3 5
.
0 0 4
.
0 1 0
.
0 3 5
.
0 4 5
.
2 8 0 7
.
2 8 1 7
.
0 0 5
.
0 2 7
4 9 .
2 3
7 1 .
4 2 5
7 1 .
4 5 0
.
8 8 9
.
1 0 2
.
2 5 4
.
8 8 9
1 .
1 4 3
7 .
1 3 0
7 .
1 5 5
.
.
1 2 7
6 8 6
1
U
2 .
.
T N T
E C V 1 2 0
S .
0 4
1 .
9 3 8
2 .
8 1 2 0
2 .
8 1 3 0
0 .
0 3 5
.
.
0 0 4
0 1 0
.
0 3 5
.
0 4 5
.
2 8 0 7
.
2 8 1 7
.
.
0 0 5
0 2 7
1 2 0
M e t m m ir c
1 9 7 .
3 4
4 9 .
2 3
7 1 .
4 2 5
7 1 .
4 5 0
.
8 8 9
.
1 0 2
.
2 5 4
.
8 8 9
1 .
1 4 3
7 .
1 3 0
7 .
1 5 5
.
.
1 2 7
0 2 7
C
C r a n k s h a f t
M a i n B r g .
M a g .
D i a .
C r a n k s h a f t
M a i n B r g .
P .
D i a .
T .
O .
C a m s h a f t J o u r n a l s
C
C a y l m i n s h a f t d e r &
B e
C a r o v i n g s e r / F l a n g e
C o
D i a n n e c m e t e t i r n g R o d
C r a n k B e a r i n g
P i s t o n
B o t t o m
D i a m e t e r
O f S k i r t
P i s t o n P i n D i a m e t e r
R i n g
S i d e
1 s t &
G r o o v e
C l e a r a n c e
2 n d C o m p .
R i n g
S i d e
G
C
B o t t o m l r e o o v e a
O i r l a n c e
P i s t o n S k i r t
C l e a r a n c e
R i r a n
C y l n k g p i
E n i n d e r
C
C y l o v i n d e r e r /
B e a r i n g n d
J o u
G a p
M a i n r n
F l a n g e
D i a m a l
B r g .
e t
M e r
D a i n i a .
2 5 .
3 8 7
2 5 .
4 0 0
2 5 .
3 6 2
2 5 .
3 7 5
2 5 .
3 6 2
2 5 .
3 7 5
1 2 .
6 3 7
1 2 .
6 4 9
1 2 .
6 7 5
1 2 .
7 1 3
2 5 .
4 1 3
2 5 .
4 2 5
7 1 .
3 0 3
7 1 .
3 2 3
1 4 .
2 9 5
1 4 .
3 0 0
.
0 5 1
.
1 2 7
.
9 9 9 5
1 .
0 0 0 0
.
4 9 9 9
.
5 0 0 5
1 .
0 0 0 5
1 .
0 0 1 0
2 .
8 0 7 2
2 .
8 0 8 0
.
5 6 2 8
.
5 6 3 0
.
9 9 8 5
.
9 9 9 0
.
9 9 8 5
.
9 9 9 0
.
4 9 7 5
.
4 9 8 0
.
0 0 2
.
0 0 5
.
0 0 1
.
0 0 4
.
0 0 4 0
.
0 0 5 8
.
0 2 5
.
1 0 2
.
1 0 2
.
1 4 7
.
0 0 7
.
0 1 7
1 .
0 0 0 5
1 .
0 0 1 0
1 .
0 0 0 5
1 .
0 0 1 0
.
1 7 8
.
4 3 2
2 5 .
4 1 3
2 5 .
4 2 5
2 5 .
4 1 3
2 5 .
4 2 5
.
9 9 9 5
1 .
0 0 0 0
.
9 9 8 5
.
9 9 9 0
.
9 9 8 5
.
9 9 9 0
.
.
4 9 7 5
4 9 8 0
.
.
4 9 9 9
5 0 0 5
1 .
0 0 0 5
1 .
0 0 1 0
2 .
8 0 7 2
2 .
8 0 8 0
.
5 6 2 8
.
5 6 3 0
.
.
0 0 2
0 0 5
.
.
0 0 1
0 0 4
.
.
0 0 4 0
0 0 5 8
.
0 0 7
.
0 1 7
1 .
0 0 0 5
1 .
0 0 1 0
1 .
0 0 0 5
1 .
0 0 1 0
2 5 .
3 8 7
2 5 .
4 0 0
2 5 .
3 6 2
2 5 .
3 7 5
2 5 .
3 6 2
2 5 .
3 7 5
1 2 .
6 3 7
1 2 .
6 4 9
1 2 .
6 7 5
1 2 .
7 1 2
2 5 .
4 1 3
2 5 .
4 2 5
7 1 .
3 0 3
7 1 .
3 2 3
1 4 .
2 9 5
1 4 .
3 0 0
.
0 5 1
.
1 2 7
.
0 2 5
.
1 0 2
.
.
1 0 2
1 4 7
.
1 7 8
.
4 3 2
2 5 .
4 1 3
2 5 .
4 2 5
2 5 .
4 1 3
2 5 .
4 2 5
.
.
0 0 2
0 0 4
.
.
0 0 3 5
0 0 5 0 n o t e A
.
0 1 0
.
0 2 0
1 .
0 0 0 5
1 .
0 0 1 0
1 .
0 0 0 5
1 .
0 0 1 0
.
9 9 8 5
.
9 9 9 0
.
9 9 8 5
.
9 9 9 0
.
.
6 2 3 0
6 2 3 5
.
.
6 2 4 5
6 2 5 5
1 .
0 6 3 0
1 .
0 6 3 5
2 .
6 2 1 0
2 .
6 2 1 5
.
6 2 4 7
.
6 2 4 9
V H 5 0
V 5 0 ,
* , T V M 1 2 5
H 5 0 , H H 5 0 *
U .
S .
M e t m m ir c
1 2 .
1 8 1 9 9 .
6 3
2 .
2 5
2 .
6 2 5 0
2 .
6 2 6 0
0 .
0 8 0
.
.
0 0 8
0 1 2
.
0 4 2
.
0 5 2
.
3 4 3 2
.
3 4 4 2
.
.
0 0 5
0 2 7 n o t e C
1 .
0 6 1 5
1 .
0 6 2 0
2
2
6
6
.
.
9
9
6
7
2
5
5 7 .
1 5
6 6 .
6 7 5
6 6 .
7 0 0
2 .
0 3 2
.
2 0 3
.
3 0 5
1 .
0 6 7
1 .
3 2 1
8 .
7 1 7
8 .
7 4 3
.
.
1 2 7
0 2 7
.
.
0 0 2
0 0 4 .
.
0
1
5 1
0 2
2 5 .
3 6 2
2 5 .
3 7 5
2 5 .
3 6 2
2 5 .
3 7 5
1 5 .
8 2 4
1 5 .
8 3 7
1 5 .
8 6 2
1 5 .
8 8 8
2 7 .
0 0 0
2 7 .
0 1 3
6 6 .
5 7 3
6 6 .
5 8 6
1 5 .
8 6 7
1 5 .
8 7 2
.
0 5 1
.
1 0 2
.
.
0 8 9
1 2 7
2
2
2
2
.
.
5
5
5
2
5
5 .
.
.
5 4
0
.
4
4
4
4
8
1 3
2 5
1
2
3
5
.
.
0 0 1
0 0 3
.
0 0 4 5
.
0 0 6 0 n o t e B
.
0 1 0
.
0 2 0
1 .
0 0 0 5
1 .
0 0 1 0
1 .
0 0 0 5
1 .
0 0 1 0
.
6 2 4 5
.
6 2 5 5
1 .
1 8 8 0
1 .
1 8 8 5
2 .
7 4 5 0
2 .
7 4 5 5
.
6 2 4 7
.
6 2 4 9
.
9 9 8 5
.
9 9 9 0
.
9 9 8 5
.
9 9 9 0
.
6 2 3 0
.
6 2 3 5
V 7 0 , V H
V M 7 0
7 0 * ,
H 7 0 , H H 7 0 *
U .
S .
M e t m m ir c
1 5 .
0 4 2 4 6 .
5 1
2 .
5 3 2
2 .
7 5 0 0
2 .
7 5 1 0
0 .
0 8 0
.
.
0 0 8
0 1 2
.
0 4 2
.
0 5 2
.
3 4 3 2
.
3 4 4 2
.
.
0 0 5
0 2 7 n o t e C
1 .
1 8 6 0
1 .
1 8 6 5
3
3
0
0
.
.
1
1
2
3
4
7
6 4 .
3 1
6 9 .
8 5
6 9 .
8 8
2 .
0 3 2
.
2 0 3
.
3 0 5
1 .
0 6 7
1 .
3 2 1
8 .
7 1 7
8 .
7 4 3
.
1 2 7
.
0 2 7
.
.
0 0 2
0 0 3 .
.
0
0
5 1
7 6
2 5 .
3 6 2
2 5 .
3 7 5
2 5 .
3 6 2
2 5 .
3 7 5
1 5 .
8 2 4
1 5 .
8 3 7
1 5 .
8 6 2
1 5 .
8 8 8
3 0 .
1 7 5
3 0 .
1 8 8
6 9 .
7 2 3
6 9 .
7 3 6
1 5 .
8 6 7
1 5 .
8 7 2
.
0 2 5
.
0 7 6
.
.
1 1 4
1 5 2
2
2
2
2
.
.
5
5
5
2
5
5 .
.
.
5 4
0
.
4
4
4
4
8
1 3
2 5
1
2
3
5
.
0 0 2
.
0 0 4
.
0 0 3 5
.
0 0 5 0 n o t e A
.
0 1 0
.
0 2 0
1 .
0 0 0 5
1 .
0 0 1 0
1 .
0 0 0 5
1 .
0 0 1 0
.
6 2 4 5
.
6 2 5 5
1 .
0 6 3 0
1 .
0 6 3 5
2 .
6 2 1 0
2 .
6 2 1 5
.
6 2 4 7
.
6 2 4 9
.
9 9 8 5
.
9 9 9 0
.
9 9 8 5
.
9 9 9 0
.
6 2 3 0
.
6 2 3 5
V H 6 0
V 6 0 ,
* , T V M 1 4 0
H 6 0 , H H 6 0 *
U .
S .
M e t m m ir c
1 3 .
5 3 2 2 1 .
7 6
2 .
5
2 .
6 2 5 0
2 .
6 2 6 0
0 .
0 8 0
.
0 0 8
.
0 1 2
.
0 4 2
.
0 5 2
.
3 4 3 2
.
3 4 4 2
.
0 0 5
.
0 2 7 n o t e C
1 .
0 6 1 5
1 .
0 6 2 0
2
2
6
6
.
.
9
9
6
7
2
5
6 3 .
5
6 6 .
6 7 5
6 6 .
7 0 0
2 .
0 3 2
.
2 0 3
.
3 0 5
1 .
0 6 7
1 .
3 2 1
8 .
7 1 7
8 .
7 4 3
.
.
1 2 7
0 2 7
.
0 0 2
.
0 0 4 .
.
0
1
5 1
0 2
2 5 .
3 6 2
2 5 .
3 7 5
2 5 .
3 6 2
2 5 .
3 7 5
1 5 .
8 2 4
1 5 .
8 3 7
1 5 .
8 6 2
1 5 .
8 8 8
2 7 .
0 0 0
2 7 .
0 1 3
6 6 .
5 7 3
2 .
6 2 1 5
1 5 .
8 6 7
1 5 .
8 7 2
.
0 5 1
.
1 0 2
.
.
0 8 9
1 2 7
2
2
2
2
.
.
5
5
5
5
2
5
.
.
5 4
0
.
4
.
4
4
4
8
1 3
2 5
1
2
3
5
* Notes: (A) VH50, 60 .0015/.0055 (.038/.140mm) (B) VH70 .0038/.0073 (.097/.185 mm) (C) VH, HH50-70 Models .003/.031 (.762/.787 mm)
95 www.mymowerparts.com
For Discount Tecumseh Engine Parts Call 606-678-9623 or 606-561-4983
ENGINE SPECIFICATIONS STANDARD POINT IGNITION
(Cont.)
All models have point setting of .020" (.508 mm), spark plug gap of .030" (.762 mm), valve seat angle of 46 0
All U.S. dimensions are in inches.
.
S P E C I F I C A T I O N S
D i s p l a c e m e n t ( i n ³ ) ( c c )
T V M 1 7 0 , H M 7 0
U .
S .
M e t m m ir c
1 7 .
1 7 2 8 1 .
4 2
S
B t o r o r e k e
T i m i n g D i m .
B .
T .
D .
C .
2 .
5 3 2
2 .
9 3 7 5
2 .
9 3 8 5
0 .
0 9 0
V a l v e C l e a r a n c e
.
0 0 8
.
0 1 2
.
0 4 2
.
0 9 3 8
V a l v e S e a t W i d t h
Intake
Exhaust
V
C
C r
M
C r a n k s h a f t
M
C a l r a a a a i i v e
O v e r n n m s i n k a n k s s
B
B r g .
h
G u i d e z p i r a e n g f t
.
D i m .
C r a n k s h a f t E n d
J h a f t
J o u
P
D i a .
o
.
u r n
M a g .
D i a .
P l a y
T .
O .
r n a l a l s
D i a .
C a m s h a f t
C y l i n d e r &
B e a r i n g s
C o v e r /
F l a n g e
C o n n e c t i
D i a m e t e r n g
C r a
R o d n k B e a r i n g
P i s t o n
B o t t o m
D i a m e t e r
O f S k i r t
P i s t o n P i n D i a m e t e r
.
.
6
6
2
2
4
5
5
5
1 .
1 8 8 0
1 .
1 8 8 5
2 .
9 3 2 5
2 .
9 3 3 5
.
6 2 4 7
.
6 2 4 9
.
3 4 3 2
.
3 4 4 2
.
0 0 5
.
0 2 7
1 .
1 8 6 0
1 .
1 8 6 5
.
9 9 8 5
.
9 9 9 0
1 .
1 8 7 0
1 .
1 8 7 5
.
6 2 3 0
.
6 2 3 5
R i n g
S i d e
1 s t &
G r o o v e
C l e a r a n c e
2 n d C o m p .
R i n g
S i d e
G
C
B o t t o m l r e o o v e a
O i r l a n c e
P i s t o n S k i r t
C l e a r a n c e
.
.
0
0
0
0
2
5
R
C i y n l i g n
E d e n r d
M
G a i a p n B r g .
.
0 0 1
.
0 0 4
.
0 0 4
.
0 0 6
.
0 1 0
.
0 2 0
1 .
0 0 0 5
1 .
0 0 1 0
C y l i n d e r
C o v e r / F l a n g e
B e a r i n g D i a m e t
M e r a i n
1
1
.
.
1
1
8
8
9
9
0
5
6 4 .
3 1
7 4 .
6 1 3
7 4 .
6 3 8
2 .
2 8 6
.
2 0 3
.
3 0 5
1 .
0 6 7
2 .
3 8 3
3 0 .
2 0 1
3 0 .
2 1 3
V 8 0 ,
H 7 0 * ,
V M 8 0 * ,
H M 8 0 *
U .
S .
M e t m m ir c
1 8 .
6 5 3 0 5 .
6 7
2 .
5 3 2
3 .
0 6 2 0
3 .
0 6 3 0
0 .
0 9 0
.
0 0 8
.
0 1 2
.
.
0 4 2
0 9 3 8 n o t e B
.
3 4 3 2
.
3 4 4 2
.
0 0 5
.
0 2 7
1 .
1 8 6 0
1 .
1 8 6 5
.
.
9 9 8 5
9 9 9 0
1 .
1 8 7 0
1 .
1 8 7 5
.
.
6 2 3 0
6 2 3 5
.
6 2 4 5
.
6 2 5 5
1 .
1 8 8 0
1 .
1 8 8 5
3 .
0 5 7 5
3 .
0 5 8 5
.
.
6 2 4 7
6 2 4 9
.
0 0 2
.
0 0 5
.
0 0 1
.
0 0 4
.
0 0 3 5
.
0 0 5 5
.
0 1 0
.
0 2 0
1 .
0 0 0 5
1 .
0 0 1 0
1 5 .
8 6 2
1 5 .
8 8 8
3 0 .
1 7 5
3 0 .
1 8 8
7 4 .
4 8 6
7 4 .
5 1 1
1 5 .
8 6 7
1 5 .
8 7 2
.
0 5 1
.
1 2 7
8 .
7 1 7
8 .
7 4 3
.
1 2 7
.
6 8 6
3 0 .
1 2 4
3 0 .
1 3 7
2 5 .
3 6 2
2 5 .
3 7 5
3 0 .
1 5 0
3 0 .
1 6 3
1 5 .
8 2 4
1 5 .
8 3 7
.
0 2 5
.
1 0 2
.
1 0 2
.
1 5 2
.
2 5 4
.
5 0 8
2 5 .
4 1 3
2 5 .
4 2 5
1 .
1 8 9 0
1 .
1 8 9 5
6 4 .
3 1
7 7 .
7 7 5
7 7 .
8 0 0
2 .
2 8 6
.
2 0 3
.
3 0 5
1 .
2 .
0 6 7
3 8 3
3 0 .
2 0 1
3 0 .
2 1 3
.
6 2 4 5
.
6 2 5 5
1 .
1 .
1 8 8 0
1 8 8 5
3 .
1 1 9 5
3 .
1 2 0 5
.
.
6 2 4 7
6 2 4 9
.
0 0 2
.
0 0 5
.
3 4 3 2
.
3 4 4 2
.
.
0 0 5
0 2 7
1 .
1 8 6 0
1 .
1 8 6 5
.
.
9 9 8 5
9 9 9 0
1 .
1 8 7 0
1 .
1 8 7 5
.
.
6 2 3 0
6 2 3 5
.
0 0 1
.
0 0 4
.
0 0 4 5
.
0 0 6 5
.
0 1 0
.
0 2 0
1 .
0 0 0 5
1 .
0 0 1 0
1 5 .
8 6 2
1 5 .
8 8 8
3 0 .
1 7 5
3 0 .
1 8 8
7 7 .
6 6 1
7 7 .
6 8 6
1 5 .
8 6 7
1 5 .
8 7 2
.
0 5 1
.
1 2 7
8 .
7 1 7
8 .
7 4 3
.
1 2 7
.
6 8 6
3 0 .
1 2 4
3 0 .
1 3 7
2 5 .
3 6 2
2 5 .
3 7 5
3 0 .
1 5 0
3 0 .
1 6 3
1 5 .
8 2 4
1 5 .
8 3 7
.
0 2 5
.
1 0 2
.
0 8 9
.
1 4 0
.
2 5 4
.
5 0 8
2 5 .
4 1 3
2 5 .
4 2 5
V M 8 0 * ,
H M 8 0 * ,
T V M 1 9 5 ,
H H M 8 0
U .
S .
M e m t m ir c n
1 9 .
o t e
4 3
A
3 1 8 .
4 6
2 .
5 3 2
3 .
1 2 5 0
3 .
1 2 6 0
0 .
0 9 0
6
7 9 .
7 9
2 .
4 .
.
4 0 0
2
3
3 7 5
8
1
6
V M 1 0 0 , H M 1 0 0
U .
S .
M e t m m ir c
2 0 .
2 3 3 3 .
0 8
T V M 2 2 0 , H M 1 0 0
U .
S .
M e m t m ir c
2 1 .
8 2 3 5 7 .
6 3
2
3 .
3 .
0 .
.
5
1 8 7 0
1 8 8 0
0
3
9
2
0
6
8 0 .
8 0
2 .
4 .
3 1
9 5 0
.
9 7 5
2 8 6
2
3 .
3 .
0 .
.
5 3 2
3 1 2 0
3 1 3 0
0 9 0
6
8 4 .
8 4
2 .
4 .
.
1 5 0
2
3
1 2 5
8
1
6
.
.
0 0 8
0 1 2
.
.
0 4 2
0 9 3 8
.
.
2 0 3
3 0 5
1 .
0 6 7
2 .
3 8 3
.
0 0 8
.
0 1 2
.
0 4 2
.
0 9 3 8
.
.
2 0 3
3 0 5
1 .
0 6 7
2 .
3 8 3
.
.
0 0 8
0 1 2
.
0 4 2
.
0 9 3 8
.
.
2 0 3
3 0 5
1 .
0 6 7
2 .
3 8 3
1 .
1 .
1 8 9 0
1 8 9 5
3 0 .
2 0 1
3 0 .
2 1 3
1 5 .
8 6 2
1 5 .
8 8 8
3 0 .
1 7 5
3 0 .
1 8 8
8 0 .
8 1 0
8 0 .
8 3 6
1 7 .
4 5 7
1 7 .
4 6 3
.
0 5 1
.
1 2 7
8 .
7 1 7
8 .
7 4 3
.
.
1 2 7
6 8 6
3 0 .
1 2 4
3 0 .
1 3 7
2 5 .
3 6 2
2 5 .
3 7 5
3 0 .
1 5 0
3 0 .
1 6 3
1 5 .
8 2 4
1 5 .
8 3 7
.
0 2 5
.
1 0 2
.
1 1 4
.
1 7 5
.
2 5 4
.
5 0 8
2 5 .
4 1 3
2 5 .
4 2 5
1 5 .
8 6 2
1 5 .
8 8 8
3 0 .
1 7 5
3 0 .
1 8 8
7 9 .
2 3 5
7 9 .
2 6 1
1 5 .
8 6 7
1 5 .
8 7 2
.
0 5 1
.
1 2 7
8 .
7 1 7
8 .
7 4 3
.
.
1 2 7
6 8 6
3 0 .
1 2 4
3 0 .
1 3 7
2 5 .
3 6 2
2 5 .
3 7 5
3 0 .
1 5 0
3 0 .
1 6 3
1 5 .
8 2 4
1 5 .
8 3 7
.
0 2 5
.
1 0 2
.
1 1 4
.
1 7 5
.
2 5 4
.
5 0 8
2 5 .
4 1 3
2 5 .
4 2 5
1 5 .
8 6 2
1 5 .
8 8 8
3 0 .
1 7 5
3 0 .
1 8 8
8 4 .
0 4 9
8 4 .
0 8 7
1 7 .
4 5 7
1 7 .
4 6 3
.
0 5 1
.
1 2 7
8 .
7 1 7
8 .
7 4 3
.
.
1 2 7
6 8 6
3 0 .
1 2 4
3 0 .
1 3 7
2 5 .
3 6 2
2 5 .
3 7 5
3 0 .
1 5 0
3 0 .
1 6 3
1 5 .
8 2 4
1 5 .
8 3 7
.
0 2 5
.
1 0 2
.
0 3 8
.
1 0 2
.
2 5 4
.
5 0 8
2 5 .
4 1 3
2 5 .
4 2 5
.
6 2 4 5
.
6 2 5 5
1 .
1 8 8 0
1 .
1 8 8 5
3 .
3 0 9 0
3 .
3 1 0 5
.
6 8 7 3
.
6 8 7 5
.
0 0 2
.
0 0 5
.
3 4 3 2
.
3 4 4 2
.
.
0 0 5
0 2 7
1 .
1 8 6 0
1 .
1 8 6 5
.
9 9 8 5
.
9 9 9 0
1 .
1 8 7 0
1 .
1 8 7 5
.
6 2 3 0
.
6 2 3 5
.
0 0 1
.
0 0 4
.
0 0 1 5
.
0 0 4 0
.
0 1 0
.
0 2 0
1 .
0 0 0 5
1 .
0 0 1 0
.
6 2 4 5
.
6 2 5 5
1 .
1 8 8 0
1 .
1 8 8 5
3 .
1 8 1 5
3 .
1 8 2 5
.
6 8 7 3
.
6 8 7 5
.
0 0 2
.
0 0 5
.
3 4 3 2
.
3 4 4 2
.
0 0 5
.
0 2 7
1 .
1 8 6 0
1 .
1 8 6 5
.
9 9 8 5
.
9 9 9 0
1 .
1 8 7 0
1 .
1 8 7 5
.
6 2 3 0
.
6 2 3 5
.
0 0 1
.
0 0 4
.
0 0 4 5
.
0 0 6 5
.
0 1 0
.
0 2 0
1 .
0 0 0 5
1 .
0 0 1 0
1 .
1 8 9 0
1 .
1 8 9 5
3 0 .
2 0 1
3 0 .
2 1 3
* Check to determine bore size
Notes: (A) VM & HM80 - Displacement 19.41 (318 cc), (B) H70 Exhaust Valve Seat Width .052"
96 www.mymowerparts.com
1 .
1 8 9 0
1 .
1 8 9 5
3 0 .
2 0 1
3 0 .
2 1 3
For Discount Tecumseh Engine Parts Call 606-678-9623 or 606-561-4983
SOLID STATE AND EXTERNAL IGNITION
All solid state models have air gap settings of .0125" (.3175 mm), spark plug gap of .030" (.762 mm), valve seat angle of 46
0
All U.S. dimensions are in inches.
.
C r a n k p i n J o u r n a l D i a .
C r a n k s h a f t
M a i n B r g .
M a g .
D i a .
C r a n k s h a f t
M a i n B r g .
P .
D i a .
T .
O .
C a m s h a f t J o u r n a l s
C a m s h a f t
C y l i n d
F l a n g e e r &
B e a r i n g s
C o v e r /
C o
D i a n n e c m e t t i e r n g R o d
C r a n k B e a r i n g
P i s t o n
B o t t o m
D i a m e t e r
O f S k i r t
P i s t o n P i n D i a m e t e r
R i n g
S
1 i s d e t &
G r o o v e
C
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C a n c e o m p .
R i n g
S i d e
G
C
B o t t o m l r o o v e e a r
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C l e a r a n c e
R i n g E n d G a p
C y l i n d e r M a i n B r g .
C
C y l o v i n d e r e r / F l
B e a r i n g a n g e M a i n
D i a m e t e r
S P E C I F I C A T I O N S
D i s p l a c e m e n t ( i n ³ ) ( c c )
S t r o k e
B o r e
V a l v e C l e a r a n c e
V a l v e S e a t W i d t h
Intake
Exhaust
V a l v e
O v e r s i
G u i d e z e D i m .
C r a n k s h a f t E n d P l a y
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97 www.mymowerparts.com
For Discount Tecumseh Engine Parts Call 606-678-9623 or 606-561-4983
S
D i
S
B
V
P i e v e
P i s t o n
B o t t o m
D i
P
O i a m e t e r
S
D i k i r
( c c )
V a l v e S e a t W i d t h
Intake
Exhaust
V a l v e
O v e r s i
G u i d e z e D i m .
C
C
C r
M r a
C o
D i a n n e c m e t e t i r n g R o d
C r a n k B e a r i n g y l a n r a i n n k s n k
B o n d p i a n k s h a n f t
J h a f t
.
C r a n k s h a f t
M
C t
P o a r o a l i i r s t
E s p n
C e
I F l a c e k e
C r l r g m e n t e a r
B r g .
C a m s h a f t
I C f n
M a n c e
E o u n d r n
M a g .
D i a .
P a i
A
.
D i a .
R i n g E n d G a p n
T
( i t
I O
B n a l
T .
O .
a y
D a m e t e r
R i n g
S i d e
1 s t &
G r o o v e
C l e a r a n c e
2 n d C o m p .
R i n g G r o o v e
S i d e C
B o t t o m l e a r a n c e
O i l
P i s t o n S k i r t
C l e a r a n c e r
P
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N S
J o u r n a l s
C
C a y l m i n s h a f t d e r &
B e
C a r o v i n g s e r /
F l a n g e
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T V S / T V X L 1 1 5
5 7 0 0 0 S e
O N L Y r i e s
U .
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M e t m m ir c
1 1 .
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5 0
1 .
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C y l i n d e r
C o v e r /
B e a r i n
F l g a n g e M a i n
D i a m e t e r
1
1
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4
4
1
2
3
5
SOLID STATE AND EXTERNAL IGNITION
All solid state models have air gap settings of .0125" (.3175 mm), spark plug gap of .030" (.762 mm), valve seat angle of 46
0
All U.S. dimensions are in inches.
.
.
8 6 2 0
.
8 6 2 5
2 .
7 9 0
2 .
7 9 1
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T
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/ T
0
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& l
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& l a t e r
H S S K 5 0 l a t e r
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M e t m m ir c
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H 5 0 ,
T V M 1 2 5
H H 5 0
U .
S .
M e t m m ir c
1 2 .
1 8 1 9 9 .
6 3
2 .
2 5 0 5 7 .
1 5
6 6 .
6 7 5
6 6 .
7 0 0
.
2 0 3
.
3 0 5
1 .
0 6 7
1 .
3 2 1
8 .
7 1 7
8 .
7 4 3
.
.
1 2 7
6 8 6
2 6 .
9 6 2
2 6 .
9 7 5
2 5 .
3 6 2
2 5 .
3 7 5
2 5 .
3 6 2
2 5 .
3 7 5
1 5 .
8 2 4
1 5 .
8 3 7
1 5 .
8 6 2
1 5 .
8 8 8
2 7 .
0 0 0
2 7 .
0 1 3
6 6 .
5 7 8
6 6 .
5 9 9
1 5 .
8 6 7
1 5 .
8 7 2
.
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.
1 2 7
.
0 0 1
.
0 0 4
.
0 0 4 0
.
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.
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.
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1 .
0 0 0 5
1 .
0 0 1 0
1 .
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1 .
0 0 1 0
.
.
0 2 5
1 0 2
.
.
1 0 2
1 4 7
.
.
2 5 4
5 0 8
2 5 .
4 1 3
2 5 .
4 2 5
2 5 .
4 1 3
2 5 .
4 2 5
.
.
0 0 1
0 0 4
.
.
0 0 4 0
0 0 5 8
.
.
0 1 0
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1 .
1 .
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1 .
1 .
0 0 0 5
0 0 1 0
.
0 2 5
.
1 0 2
.
1 0 2
.
1 4 7
.
2 5 4
.
5 0 8
2 5 .
4 1 3
2 5 .
4 2 5
2 5 .
4 1 3
2 5 .
4 2 5
.
0 0 1
.
0 0 4
.
0 0 4 0
.
0 0 5 8
.
0 1 0
.
0 2 0
1 .
0 0 0 5
1 .
0 0 1 0
1 .
0 0 0 5
1 .
0 0 1 0
.
0 2 5
.
1 0 2
.
1 0 2
.
1 4 7
.
2 5 4
.
5 0 8
2 5 .
4 1 3
2 5 .
4 2 5
2 5 .
4 1 3
2 5 .
4 2 5
.
.
0 0 1
0 0 4
.
0 0 3 0
.
0 0 4 8
.
.
0 1 0
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1 .
1 .
0 0 0 5
0 0 1 0
1 .
1 .
0 0 0 5
0 0 1 0
.
.
0 2 5
1 0 2
.
.
0 7 6
1 2 2
.
.
2 5 4
5 0 8
2 5 .
4 1 3
2 5 .
4 2 5
2 5 .
4 1 3
2 5 .
4 2 5
98 www.mymowerparts.com
For Discount Tecumseh Engine Parts Call 606-678-9623 or 606-561-4983
SOLID STATE AND EXTERNAL IGNITION
All solid state models have air gap settings of .0125" (.3175 mm), spark plug gap of .030" (.762 mm), valve seat angle of 46
0
All U.S. dimensions are in inches.
.
S P E C I F I C A T I O N S
L E V 8 0 L E V 1 0 0 V S K 1 0 0 L E
D i s p l a c e m e n t ( i n ³ ) ( c c )
S t r o k e
U .
S .
7 .
7 5
1 .
8 4 4
M e t m m ir c
1 2 7 .
0 2
4 6 .
8 3 8
U .
S .
9 .
9 8
1 .
8 4 4
M e t m m ir c
1 6 3 .
5 7
4 6 .
8 3 8
U .
S .
9 .
9 8
1 .
8 4 4
M e t m m ir c
1 6 3 .
5 7
4 6 .
8 3 8
U .
S .
1 1 .
3 2
1 .
8 4 4
B o r e
2 .
3 1 1
2 .
3 1 2
5 8 .
7 5 0 2 .
6 2 5
2 .
6 2 6
6 6 .
6 7 5
6 6 .
7 0 0
2 .
6 2 5
2 .
6 2 6
6 6 .
6 7 5
6 6 .
7 0 0
2 .
2 .
7 9 5
7 9 6
V
V
V
O v e r s i
C
C
C
C r r r a a l a
M a a l l a v v v a n n m e e e k s k p
C z a l e i n f e h a t a
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D i m .
f t
J a n k s h a f t i n
M a i n s
B h r g
B r g .
.
C r a n k s h a f t
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W i d t h
M a g .
D i a .
P .
D i a .
T .
O .
r n a
P l a l l
Intake
Exhaust
s a
D i y a .
.
0 0 5
.
0 2 7
.
.
8 6 1 0
8 6 1 5
.
.
9 9 8 5
9 9 9 0
.
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.
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0 0 4
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.
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N / A
.
1 0 2
.
2 0 3
.
8 8 9
1 .
1 4 3
6 .
3 6 3
N / A
.
1 2 7
.
6 8 6
2 1 .
8 6 9
2 1 .
8 8 2
2 5 .
3 6 2
2 5 .
3 7 5
2 2 .
1 8 7
2 2 .
2 0 0
1 2 .
6 3 7
1 2 .
6 4 9
.
0 0 5
.
0 2 7
.
9 9 9 5
1 .
0 0 0
.
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.
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.
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.
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.
4 9 7 5
.
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.
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.
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.
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.
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.
2 5 0 5
N / A
.
1 0 2
.
2 0 3
1 .
6 7 6
2 .
1 8 4
6 .
3 6 3
N / A
.
1 2 7
.
6 8 6
2 5 .
8 3 7
2 5 .
4 0 0
2 5 .
3 6 2
2 5 .
3 7 5
2 5 .
3 6 2
2 5 .
3 7 5
1 2 .
6 3 7
1 2 .
6 4 9
.
0 0 5
.
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.
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1 .
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.
.
9 9 8 5
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.
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.
4 9 7 5
.
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0 0 4
.
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.
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.
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.
2 5 0 5
N / A
.
1 0 2
.
2 0 3
1 .
6 7 6
2 .
1 8 4
6 .
3 6 3
N / A
.
1 2 7
.
6 8 6
2 5 .
8 3 7
2 5 .
4 0 0
2 5 .
3 6 2
2 5 .
3 7 5
2 5 .
3 6 2
2 5 .
3 7 5
1 2 .
6 3 7
1 2 .
6 4 9
C a m s
C
F l
C y a a l
B u s i n m n g h i h a f t d e n e r g
&
B e a r i n g s
C
J o u r n a l
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C
I n a m s i d
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C r a
R o d n k B e a r i n g
.
.
4 9
5 0
9 9
0 5
.
.
3 7 2 5
3 7 3 0 n o t e A
.
.
3 7 6
3 7 8 n o t e A
.
.
8 6 2 0
8 6 2 5
1
1
9
9
9
9
2
2
.
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.
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4
4
5
6
6
7
6
7
5
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1
2
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1
5
3 .
.
4
5
9
0
9
0
9
5
.
3 7 2 5
.
3 7 3 0 n o t e A
.
3 7 6
.
3 7 8 n o t e A
1 .
0 0 0 5
1 .
0 0 1 0
1 2 .
6 7 5
1 2 .
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9
9
9
9
.
.
.
.
4
4
5
6
6
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2
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.
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/
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1
1
2
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.
.
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6
7
A
A
7
1
5
3 .
.
4
5
9
0
9
0
9
5
.
3 7 2 5
.
3 7 3 0 n o t e A
.
3 7 6
.
3 7 8 n o t e A
1 .
0 0 0 5
1 .
0 0 1 0
P
B o t t o m
P i i s s t t o o n n
D i a
O f m
S e t e r k i r t
P i n D i a m
R i n g
S i d e
1 s t &
G r o o v e
C l e a r a n c e
2 n d C o m p .
R i n g
S i d e
G
C l e a r
B o t t o m r o o v e
O i l a n c e
P i
C l s t o n S k e a r a n c e i r t e t e r
.
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2
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5 6
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3
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2
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4
4
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6
6
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2
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.
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6
6
5 6
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2
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2
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3
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5
.
.
2
2
6
6
1
1
.
.
5
5
6
6
4 .
4 .
1
0
.
.
4
4
.
5
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5
2
3
2
8
1
2
7
9
3
5
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9 9
9 5
0 0
1 .
1 .
0 0 2 0
0 0 2 5 n o t e B
.
.
.
2
2
.
6
6
5 6
5 6
M
0
.
.
0
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2
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2
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3
5 x x
5
.
.
2
2
6
6
1
1
.
.
5
5
6 .
6
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4 .
1
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.
.
4
4
5
.
5
2
3
2
8
5
6
1
4
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7
9 .
2 .
2 .
7 9 0
7 9 2
.
5 6 2 8
.
5 6 3 0
.
M
M
0
0 0
0 5 a a x .
3 5 x .
R
C i y n l i g n
E d e n r d
M
G a i a p n B r g .
.
.
0 0 2 5
0 0 4 5
.
0 0 5
.
0 1 3
1 .
1 .
0 0 0 5
0 0 1 0
.
.
0 6 4
1 1 4
.
1 2 7
.
3 3 0
2 5 .
4 1 3
2 5 .
4 2 5
.
0 0 3
.
0 0 6
.
0 0 5
.
0 2 4
1 .
0 0 0 5
1 .
0 0 1 0
.
.
0 7 6
1 5 2
.
1 2 7
.
6 1 0
2 5 .
4 1 3
2 5 .
4 2 5
.
.
0 0 3
0 0 6
.
0 0 5
.
0 2 4
1 .
1 .
0 0 0 5
0 0 1 0
.
.
0 7 6
1 5 2
.
1 2 7
.
6 1 0
2 5 .
4 1 3
2 5 .
4 2 5
.
0 0 3
.
0 0 6
.
0 0 5
.
0 2 4
1 .
0 0 0 5
1 .
0 0 1 0
C y l i n d e r
C o
B e v e a r i r / F l n g a n g e M a
D i a m e t e r i n
.
.
8 7
8 7
5 5
6 0
2
2
2
2
.
.
2
2
3
5
8
0
1
1
.
.
0
0
0
0
0
1
5
0
2
2
5
5
.
.
4
4
1
2
3
5
1
1
.
.
0
0
0
0
0
1
5
0
2
2
5
5
.
.
4
4
1
2
3
5
1
1
.
.
0
0
0
0
0
1
Note A - LEV's built after 10-99 have the new Exhaust MCR Camshaft which require the bushing.
Note B - VSK100 - Connecting Rod Diameter is larger than LEV models.
5
0
.
0 0 5
.
0 2 7
.
9 9 9 5
1 .
0 0 0
.
9 9 8 5
.
9 9 9 0
.
9 9 8 5
.
9 9 9 0
.
4 9 7 5
.
4 9 8 0
.
0 0 4
.
0 0 8
.
0 6 6
.
0 8 6
.
2 5 0 5
N / A
V 1 1 5
2
2
7
7
1
1
9 .
5 5 0
9 .
6 0 1
.
5 .
5
0 .
0
4
4
1
4 1 3
.
4 2 5
8
.
9
.
2
.
3
2
6 6
1 7
9 5
0 0
7
.
0 8 9
.
0 7 6
.
1 5 2
.
1 2 7
.
6 1 0
2 5 .
4 1 3
2 5 .
4 2 5
2 5 .
4 1 3
2 5 .
4 2 5
M e t m m ir c
1 8 5 .
5 3
4 6 .
8 3 8
7 0 .
9 9 3
7 1 .
0 1 8
.
1 0 2
.
2 0 3
1 .
6 7 6
2 .
1 8 4
6 .
3 6 3
N / A
.
1 2 7
.
6 8 6
2 5 .
8 3 7
2 5 .
4 0 0
2 5 .
3 6 2
2 5 .
3 7 5
2 5 .
3 6 2
2 5 .
3 7 5
1 2 .
6 3 7
1 2 .
6 4 9
1 2 .
6 7 5
1 2 .
7 1 3
9 .
4 6 2
9 .
4 7 4
2 .
7 9 0
2 .
7 9 2
.
5 6 2 8
.
5 6 3 0
.
0 0 5
M a x .
.
0 0 3 5
M a x .
.
.
0 0 3
0 0 6
.
0 0 5
.
0 2 4
1 .
1 .
0 0 0 5
0 0 1 0
1 .
0 0 0 5
1 .
0 0 1 0
U .
L E V 1 2 0
S .
M e t m m ir c
1 9 5 .
0 4
4 9 .
2 3
7 0 .
9 9 3
7 1 .
0 1 8
.
1 0 2
.
2 0 3
1 .
6 7 6
2 .
1 8 4
6 .
3 6 3
N / A
.
1 2 7
.
6 8 6
2 5 .
8 3 7
2 5 .
4 0 0
2 5 .
3 6 2
2 5 .
3 7 5
2 5 .
3 6 2
2 5 .
3 7 5
1 2 .
6 3 7
1 2 .
6 4 9
1 2 .
6 7 5
1 2 .
7 1 3
9 .
9 .
4 6 2
4 7 4
1 1 .
9 0
1 .
9 3 8
2 .
7 9 5
2 .
7 9 6
.
.
4 9 9 9
5 0 0 5
.
.
3 7 2 5
3 7 3 0 n o t e A
.
.
3 7 6
3 7 8 n o t e A
1 .
1 .
0 0 0 5
0 0 1 0
.
0 0 5
.
0 2 7
.
9
1 .
9
0
9 5
0 0
.
.
9 9 8 5
9 9 9 0
.
9 9 8 5
.
9 9 9 0
.
4 9 7 5
.
4 9 8 0
.
0 0 4
.
0 0 8
.
0 6 6
.
0 8 6
.
2 5 0 5
N / A
2
2
9 .
9 .
5
5
.
.
5
6
4
4
5 0
0
1
2
1
3
5
7 0 .
8 6 6
7 0 .
9 1 7
1 4 .
2 9 5
1 4 .
3 0 0
.
1 2 7
.
0 8 9
.
0 7 6
.
1 5 2
.
1 2 7
.
6 1 0
2 5 .
4 1 3
2 5 .
4 2 5
2 5 .
4 1 3
2 5 .
4 2 5
99 www.mymowerparts.com
For Discount Tecumseh Engine Parts Call 606-678-9623 or 606-561-4983
SOLID STATE AND EXTERNAL IGNITION
All solid state models have air gap settings of .0125" (.3175 mm), spark plug gap of .030" (.762 mm), valve seat angle of 46
0
All U.S. dimensions are in inches.
.
S
D i
S
B
V
C r
M
C r a n k s h a f t
M o a a a
P s p t o a l r i i e n n
E C l a c e k e v e a n k s
B r g .
B h
C r l
I g
F I C A m e n t e a r h a f t
.
o u
M
D i a .
D
P .
i a .
o u a
(
T I i n a n c e g .
T .
O .
O
³ )
N
( c c )
V a l v e S e a t W i d t h
Intake
Exhaust
V a l v e
O v e r s i
G u i d e z e D i m .
C
C
C r a n r a n k m k s s p i h a a n f t f t
J
J
E n d r n r n
P a l a l l s a y
D i a
S
.
V H 6
H S
0 ,
K
T V
6 0
M 1 4 0 ,
H 6 0 , H H 6 0
U .
S .
M e t m m ir c
1 3 .
5 3 2 2 1 .
7 6
2 .
5 0 0
2 .
6 2 5
2 .
6 2 6
.
0 0 8
.
0 1 2
.
0 4 2
.
0 5 2
.
3 4 3 2
.
3 4 4 2
.
0 0 5
N o
.
0 2 7 t e ( A )
1 .
0 6 1 5
1 .
0 6 2 0
.
9 9 8 5
.
9 9 9 0
.
9 9 8 5
.
9 9 9 0
6 3 .
5
6 6 .
6 7 5
6 6 .
7 0 0
.
2 0 3
.
3 0 5
1 .
0 6 7
1 .
3 2 1
8 .
7 1 7
8 .
7 4 3
.
1 2 7
.
6 8 6
2
2
2
2
2
2
6
6
5
5
5
5
.
.
.
.
.
.
9
9
3
3
3
3
6
7
6
7
6
7
2
5
2
5
2
5
.
6 2 3 0
.
6 2 3 5
1 5 .
8 2 4
1 5 .
8 3 7
C a m s h a f t
C y l i n d
F l a n g e e r &
B e a r i n g s
C o v e r /
.
.
6
6
2
2
4
5
5
5
1
1
5
5
.
.
8
8
6
8
2
8
C o n n
D i a m e c t i e t e r n g R o d
C r a n k B e a r i n g
1 .
0 6 3 0
1 .
0 6 3 5
2 7 .
0 0 0
2 7 .
0 1 3
P
B o t t o m
P i i s t s t o n o n
D i a m e t e r
P
O f i n
S
D i k i a r t m e t e r
2 .
2 .
6 2 1 2
6 2 2 0
N o t e ( D )
.
6 2 4 7
.
6 2 4 9
6 6 .
5 7 8
6 6 .
5 9 9
1
1
5
5
.
.
8
8
6
7
7
2
R i n g
S i d e
1 s t &
G r o o v e
C l e
2 n d a r
C a n c e o m p .
R i n g
S i d e
G
C
B o t t o m l r e o o v e a
O i r l a n c e
.
.
.
.
0
0
0
0
0
0
0
0
2
5
1
4
.
.
.
.
0
1
0
1
5 1
2 7
2 5
0 2
P
R
C i i y s t n l i o n g n
E d e
S k i r t
C l e a r a n c e n r d
M
G a i a p n B r g .
.
0 0 3 0
N
.
0 0 4 8 o t e ( B )
.
0 1 0
.
0 2 0
1 .
0 0 0 5
1 .
0 0 1 0
2
2
.
.
.
0 7 6
.
1 2 2
5
2
5
5 .
5 4
0
.
4
4
8
1 3
2 5
C y l i n d e r
C o v e r / F l a n g e
B e a r i n g D i a m
M a e t e r i n
1
1
.
.
0
0
0
0
0
1
5
0
2
2
5
5
.
.
4
4
1
2
3
5
V 7 0 , V H 7 0 , H 7 0 ,
H S K 7 0 ,
H H 7 0 , T V M 1 7 0
M O D E L
( E )
U .
S .
M e t m m ir c
1 5 .
0 4 2 4 6 .
5 1
2 .
5 3 2
2 .
7 5 0
2 .
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.
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Notes: (A) VH, HH50-70 models .003/.031 (.762/.787 mm) (B) VH, HH50-60 .0015/.005 (.038/.140 mm) (C) VH, HH70 .0038/.0073 (.097/.185
mm) (D) VH, HH50-60 2.6235/2.6205 (66.637/66.561 mm) (E) VH, HH70 2.7462/2.7437 (69.754/69.69 mm) (F) After Serial Number 9274
1.3775/1.3780 (34.989/35.001 mm)
100 www.mymowerparts.com
For Discount Tecumseh Engine Parts Call 606-678-9623 or 606-561-4983
SOLID STATE AND EXTERNAL IGNITION (Cont.)
All solid state models have air gap settings of .0125" (.3175 mm), spark plug gap of .030" (.762 mm), valve seat angle of 46
0
All U.S. dimensions are in inches.
.
C r a n k p i n J o u r n a l D i a .
C r
M a a n k s h a f t i n B r g .
M a g .
D i a .
C r
M a a n k s h a f t i n B r g .
P .
D i a .
T .
O .
C a m s h a f t J o u r n a l s
C a m s h a f t
C y l i n d e r &
B e
C a r o v i n g s e r /
F l a n g e
C o
D i a n n e c m e t t i e r n g R o d
C r a n k B e a r i n g
P i s t o n
B o t t o m
D i a m e t e r
O f S k i r t
P i s t o n P i n D i a m e t e r
R i n g
S i d e
1 s t &
G r o o v e
C l e a r a n c e
2 n d C o m p .
R i n g
S i d e
G
C
B o t t o m l r o o v e e a r
O i l a n c e
P i s t o n S k i r t
C l e a r a n c e
R i n g E n d G a p
C y l i n d e r M a i n B r g .
C y l i n d e r
C o v e r /
B e a r i n
F l g a n g e M a i n
D i a m e t e r
S P E C I F I C A T I O N S
D i s p l a c e m e n t ( i n ³ ) ( c c )
S t r o k e
B o r e
V a l v e C l e a r a n c e
V a l v e S e a t W i d t h
Intake
Exhaust
V a l v e
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9 2 5
1 5 .
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1 5 .
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1 5 .
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1 5 .
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3 4 .
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3 4 .
9 6 3
8 4 .
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1 7 .
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1 7 .
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.
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1 .
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1 4 4
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.
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3 4 .
9 6 3
3 4 .
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3 4 .
9 6 3
3 4 .
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.
0 0 1
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0 0 4
.
0 0 1 5
.
0 0 4 0
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.
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1 .
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1 .
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1 .
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1 .
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1 0 2
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1 0 2
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2 5 4
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5 0 8
2 5 .
4 1 3
2 5 .
4 2 5
3 0 .
2 0 0
3 0 .
2 1 3
.
0 0 1
.
0 0 4
.
0 0 1 2
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0 0 3 2
.
0 1 0
.
0 2 0
1 .
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1 .
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1 .
3 7 6 5
1 .
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2 5 4
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3 4 .
9 6 3
3 4 .
9 7 6
3 4 .
9 6 3
3 4 .
9 7 6
* Check to detemine bore size
Notes: (A) After Serial Number 9274 1.3775/1.3780 (34.989/35.001 mm) (B) TVM 220 Ultra Balance .002/.042 (.153/2.184 mm)
** Check to determine crankshaft bearing diameters www.mymowerparts.com
101
102
For Discount Tecumseh Engine Parts Call 606-678-9623 or 606-561-4983
CHAPTER 11
EDUCATIONAL MATERIALS AND TOOLS
692508
AVAILABLE TECHNICIAN'S HANDBOOKS
Covers the diagnosis and repair of Tecumseh 2-cycle engines. Except the TC Engine and TVS840.
692509
Covers the diagnosis and repair of the Tecumseh 4-cycle light/medium frame engines.
691462A
Covers the diagnosis and repair of Tecumseh 4-cycle large frame engines.
691218
Covers the diagnosis and repair of Peerless
®
power train components.
694782
Contains technical information for the repair of the TC series,
2-cycle engines.
694988
Contains diagnosis and technical information for the repair of TVS840, HSK/HXL845/850, 2-cycle engines.
695244A
Covers the diagnosis and repair of the OVRM/OVM/OHM/
OHV 4-cycle overhead valve engines.
695578
Covers the diagnosis and repair of the Vector Series, 4cycle engines.
AVAILABLE FOREIGN TECHNICIAN'S HANDBOOKS
694732 Spanish
This manual covers the following models:
VH80, VH100, HH80, HH100, HH120, OH120-180
Model numbers are located on the engine shroud.
695555 Spanish
Covers the diagnosis and repair of the Tecumseh 4-cycle light/medium frame engines.
695657 German
Covers the diagnosis and repair of the Tecumseh 4-cycle light/medium frame engines.
695562 French
Covers the diagnosis and repair of the Tecumseh 4-cycle light/medium frame engines.
VIDEO PROGRAMS
695015
Carburetor Troubleshooting. Covers identification of carburetors used on Tecumseh engines and how to troubleshoot and repair them. VHS only.
695059
Understanding Tecumseh Ignition Systems. A basic program designed to give the small engine technician first hand knowledge of Tecumseh ignition systems so the technician can understand the system and perform repairs to it. VHS only.
695148
Teardown and reassembly of the 900 series transaxles.
This video will show a complete step-by-step procedure for teardown and reassembly of the 900, 910 and 920 series transaxles.
695185
Electrical Troubleshooting. This video training program will assist the small engine technician in the proper procedures for troubleshooting electrical systems on outdoor power equipment.
695285
An in-depth look at the 800 series transaxles. Detailing the teardown and reassembly procedures for the 800, 801 and 820 transaxles.
SPECIAL BOOKLETS
INSTRUCTIONAL GUIDE
692738
Assists in the use and understanding of the Tecumseh
Master Parts Manual. Illustrates time saving features incorporated into the manual. Explains new carburetor parts breakdown format.
4-CYCLE ENGINE FAILURE ANALYSIS
695590
This booklet is designed as a tool for the average technician to correctly assess the cause of failure.
CARBURETOR TROUBLESHOOTING BOOKLET
695907
This booklet is designed as a quick reference to carburetion problems and related repair procedures.
IGNITION SYSTEMS TROUBLESHOOTING BOOKLET
694903
This booklet contains information on the identification, possible problems and related repair procedures of
Tecumseh Ignition Systems.
SPECIAL TOOLS BOOKLET
694862
This booklet depicts all specialty tools offered by Tecumseh which can be used on 2 and 4 cycle engines and Peerless units.
QUICK REFERENCE CHART BOOKLET
695933
This booklet contains the quick reference information found on Tecumseh wall charts.
This booklet is designed to be used as a work bench quick reference guide when servicing Tecumseh engines and motion drive systems.
TESTER BOOKLETS
694529
Test procedures for Tecumseh electrical components using
Graham-Lee Tester 31-SM or 31-SMX-H.
694530
Test procedures for Tecumseh electrical components using
Merco-O-Tronic Tester 9800. (Tests are similar for 98, 98A and 79.) www.mymowerparts.com
For Discount Tecumseh Engine Parts Call 606-678-9623 or 606-561-4983
OIL SEAL DRIVER
FLYWHEEL KNOCK-OFF TOOL
No. 670272 - Oil Seal Driver. Used with all oil seal
protector-drivers to drive the seal into position.
OIL SEAL PROTECTOR / INSTALLER
Consult the specification chart or measure the shaft diameter to determine the correct tool.
670260 - Seal Protector
PTO & Magneto w/dia. of 1.187”-1.875”
HH80-120, VH80-120, OH120-180, VM70-100, HM70-100
670261 - Seal Protector
PTO & Magneto w/dia. of .811”-.815”
External ignition lightweight engines
670262 - Seal Protector
PTO & Magneto w/dia. of .749”-.750”
Standard ignition lightweight engines
670308 - Seal Adaptor
PTO & Magneto on HM70-100, TVM170-220, OVM120,
TVXL195-220, HMSK100, w/shaft dia. of 1.3745"-1.3750"
670309 - Seal Protector
PTO & Magneto on HM70-100, TVM170-220, OVM120,
TVXL195-220, HMSK100, w/shaft dia. of 1.3745"-1.3750"
670310 - Seal Protector / Installer
PTO & Magneto on HM70-100, TVM170-220, OVM120,
TVXL195-220, HMSK100, w/shaft dia. of 1.3745"-1.3750"
670263 - Seal Protector Driver
Oil seal on extended camshaft medium frame engines w/dia. of .6248”-.6253”
Extended 5/8" camshaft medium frame engines
670264 - Seal Protector Driver
Oil seal on 1/2" extended camshaft small frame engines w/dia. of .4998”-.5001”
670272 - Seal Driver
Used with all oil seal installers
670277 - Seal Protector
Oil seal on 8-1/2:1 1/2” shaft on light weight vertical crankshaft engines
670292 - Seal Protector and Installer Assy.
Includes 670265, 670266, & 670267
(I.D. 1.002", 1.052" and 1.050") for V70, VM70-100, H70,
HM70-100, V50-70, H50-70, HS40-50, LAV40-50,
TVS105-120, TNT120
670293 - Seal Protector and Installer Assy.
Includes 670268 & 670269
(I.D. .875" and .935") H30-35, LAV30-35, TNT100,
TVS75-90, ECV90-100
670294 - Seal Protector and Installer Assy.
Includes 670273 & 670274
(I.D. .680" and 1.005") AH520 & AH600 with one piece oil seal
670330 - Seal Protector / Installer
OHV13.5-17 w/ 1-1/2” extended camshaft
670335 - Seal Protector / Installer
HM70-100 PTO & Magneto w/dia. of 1.1870”-1.1875”
670336 - Seal Installer - Adpator
HM70-100 w/ 1-1/8” crankshaft
670337 - Seal Installer for Ball Bearing PTO
OHH engines, use w/ tool 670265
Use tool 670266
No. 670103 - Knock-off tool (right hand) (7/16").
No. 670169 - Knock-off tool (right hand) (1/2").
No. 670314 - Knock-off tool (right hand) (5/8").
No. 670329 - Knock-off tool (right hand) (3/4").
OIL SEAL REMOVER
Consult the specification chart or measure the shaft diameter to determine the correct tool.
NOTE: Due to variations in oil seal dimensions, these
removers may not pull all oil seals.
USE WITH:
No. 670287. 7/8" Crankshaft bearing diameters
No. 670288. 3/4" Crankshaft bearing diameters
No. 670289. 13/16" Crankshaft bearing diameters
No. 670290. 1" Crankshaft bearing diameters
No. 670312. 1-3/8" Crankshaft bearing diameters
No. 670331. 1-1/2" Crankshaft bearing diameters
VIBRATION TACHOMETER
No. 670156 Vibration tachometer.
TAPER GAP GAUGE
No. 670256 Taper Gap Gauge
www.mymowerparts.com
103
For Discount Tecumseh Engine Parts Call 606-678-9623 or 606-561-4983
1/32" (.794 mm) OVERSIZE VALVE GUIDE REAMER
VALVE LAPPING TOOL
No. 670154 Valve lapping tool.
REBUSHING DRIVERS
No. 670283. Used on small frame 4 cycle engines on
Intake and Exhaust valve guides. Oversize diameter .2807
.2817
No. 670284. Used on medium and large frame 4 cycle
engines on Intake and Exhaust. Oversize diameter .3432
.3442
Tool
Number Description Use with:
A. 670158 Bearing Driver 7/8'’ (22.225 mm)
Main Bearings where bushings are available.
B. 670159 Bushing Driver
A. 670162 Bearing Driver 1'’ (25.4 mm) Main
Bearings where bushings are available
B. 670163 Bushing Driver
A. NONE
B. 670311 Bushing Driver 1-3/8'’ (41.275 mm)
HM70 100, TVM170 220 and OVM120.
670317 Bushing Driver 1-3/16'’ (20.6375 mm)
HM70, HM80 and HM100 Cylinder cover
OVRM and OHV11-17 ADJUSTMENT TOOL
No. 670326
FLYWHEEL PULLER
104
No. 670298 Alignment Tool.
No. 670306
www.mymowerparts.com
For Discount Tecumseh Engine Parts Call 606-678-9623 or 606-561-4983
DECIMAL/FRACTION CONVERSIONS
.016
= 1/64
.031
= 1/32
.047
= 3/64
.063
= 1/16
.078
= 5/64
.094
= 3/32
.109
= 7/64
.125
= 1/8
.141
= 9/64
.156
= 5/32
.172
= 11/64
.188
= 3/16
.203
= 13/64
.219
= 7/32
.234
= 15/64
.25
= 1/4
.266
= 17/64
.281
= 9/32
.297
= 19/64
.312
= 5/16
.328
= 21/64
.344
= 11/32
.359
= 23/64
.375
= 3/8
.391
= 25/64
.406
= 13/32
.422
= 27/64
.438
= 7/16
.453
= 29/64
.469
= 15/32
.484
= 31/64
.50
= 1/2
.516
= 33/64
.531
= 17/32
.547
= 35/64
.563
= 9/16
.578
= 37/64
.594
= 19/32
.609
= 39/64
.625
= 5/8
.641
= 41/64
.656
= 21/32
.672
= 43/64
.688
= 11/16
.703
= 45/64
.719
= 23/32
.734
= 47/64
.75
= 3/4
.766
= 49/64
.781
= 25/32
.797
= 51/64
.813
= 13/16
.828
= 53/64
.844
= 27/32
.859
= 55/64
.875
= 7/8
.891
= 57/64
.906
= 29/32
.922
= 59/64
.938
= 15/16
.953
= 61/64
.969
= 31/32
.984
= 63/64
105 www.mymowerparts.com
For Discount Tecumseh Engine Parts Call 606-678-9623 or 606-561-4983
SEARS CRAFTSMAN CROSS REFERENCE CHARTS
Craftsman Tecumseh Craftsman Tecumseh
Craftsman Tecumseh Craftsman Tecumseh
HSSK50-67399S
HSSK50-67400S
LEV115-350128E
LEV115-350090E
LEV115-350060E
LEV115-355021E
TVS115-62124D
LEV120-361504A
LEV115-355022E
LEV120-361075C
LEV115-360021D
TVS120-66021C
LEV115-360025D
LEV115-360024D
LEV115-360026D
TVS120-66020C
LEV120-361505A
LEV115-360030D
LEV120-361044C
LEV120-361013C
LEV120-361054C
LEV120-361047C
LEV120-361045C
TVS90-46129F
LEV100-340048D
H40-55704A
LEV100-340037D
LEV100-340024D
TVS90-48048D
LEV115-350159E
LEV100-340031D
LEV100-340033D
LEV100-340015D
LEV100-340016D
LEV115-350168E
LEV120-361069C
LEV100-345014D
LEV100-345006D
TVS115-57065G
TVM220-157285G
HM100-159411R
TVM220-157286G
HMSK110-159960A
HMSK110-159961A
HMSK110-159963A
H30-35517Y
LEV100-335023D
H35-45767Z
LEV100-335010D
LEV115-350144E
LEV115-350144E
TVS90-43775R
LEV100-335011D
VSK100-338501A
LEV100-338012D
143.029001
143.029003
143.029005
143.207012
143.207022
143.207032
143.207042
143.207052
143.207072
143.217042
143.217062
143.217072
143.217102
143.235032
143.235072
143.237042
143.245012
143.245012
143.245092
143.245142
143.245152
143.245172
143.245182
143.016734
143.016736
143.016738
143.018001
143.018501
143.019001
143.019003
143.019005
143.019007
143.019009
143.019011
143.021101
143.021103
143.025001
143.025003
143.025005
143.016700
143.016702
143.016704
143.016706
143.016708
143.016710
143.016712
143.016714
143.016718
143.016720
143.016722
143.016724
143.016726
143.016728
143.016730
143.016732
143.014014
143.014016
143.014500
143.014502
143.014504
143.014506
143.015000
143.015001
143.015002
143.015003
143.015004
143.015005
143.015007
143.015500
143.015502
143.015504
143.016000
143.016002
143.016004
143.016200
143.016202
143.016502
143.016504
143.011004
143.011101
143.011103
143.013500
143.013501
143.013502
143.013503
143.013802
143.014000
143.014001
143.014002
143.014004
143.014006
143.014008
143.014010
143.014012
143.006512
143.006700
143.006702
143.006712
143.006714
143.006716
143.008001
143.008003
143.008501
143.009001
143.009003
143.009005
143.009007
143.009009
143.011000
143.011002
143.005001
143.005003
143.005004
143.005006
143.005008
143.005504
143.005506
143.005508
143.005510
143.005512
143.006000
143.006002
143.006004
143.006006
143.006200
143.006202
143.006204
143.006206
143.006502
143.006504
143.006506
143.006508
143.006510
143.003804
143.004000
143.004001
143.004002
143.004004
143.004006
143.004008
143.004010
143.004012
143.004014
143.004016
143.004018
143.004500
143.004502
143.004504
143.004506
143.001000
143.001001
143.001002
143.001101
143.001103
143.001105
143.003001
143.003500
143.003501
143.003502
143.003504
143.003504
143.003506
143.003508
143.003800
143.003802
LEV100-340024E
LEV100-340052E
LEV120-361082C
LEV100-345006E
LEV100-345021E
LEV120-361105C
LEV115-350121E
HSSK50-67405S
LEV115-350189E
HSSK50-67406S
LEV115-350192E
HSSK50-67407S
HSSK50-67408S
LEV115-355026E
LEV120-361096C
LEV120-361097C
LEV115-360033D
LEV115-360034D
LEV115-360035D
LEV115-360031D
LEV120-361519A
LEV120-361093C
LEV120-361537A
LEV120-361037C
LEV120-361501A
LEV120-361502A
LEV120-361503A
LEV120-361509A
LEV120-361510A
HM80-155658T
HM80-155680T
HM85-155851B
HMSK90-156530D
HMSK90-156531D
HM90-156017E
HM90-156018E
HM90-156019E
TVM220-157220H
TVM220-157286H
TVM220-157285H
HMSK110-159964A
HMSK110-159965A
LEV100-335011E
H35-45768Z
LEV100-335010E
H35-45777Z
LEV100-338022E
LEV100-340031E
H40-55705A
LEV100-340032E
LEV100-340033E
LEV100-340015E
LEV100-340016E
LEV100-340017E
LEV100-340021E
HMSK90-156534E
HMSK90-156536E
HMSK90-156537E
LAV40-50254B
LAV40-50205B
LAV40-50207B
LAV40-50254B
LAV40-50201B
LAV40-50270B
LAV40-50254C
LAV40-50207C
LAV40-50201C
LAV40-50217C
LAV50-62002
LAV50-62010
LAV40-50336C
LAV50-62012
LAV50-62012
LAV50-62015
LAV50-62018
LAV50-62019
LAV50-62023
LAV50-62024
LEV120-361515A
LEV120-361517A
LEV120-361518A
LEV120-361520A
LEV120-361521A
LEV120-361522A
LEV120-361523A
LEV120-361524A
LEV120-361526A
LEV120-361527A
LEV120-361528A
LEV120-361529A
LEV120-361530A
LEV120-361531A
LEV120-361532A
LEV120-361533A
LEV120-361534A
LEV120-361535A
LEV120-361536A
HM80-155680U
HM85-155853C
HMSK90-156534D
HMSK90-156536D
HMSK90-156537D
HM90-156021F
HM90-156018F
HM90-156019F
HMSK110-159964B
HMSK110-159965B
HSSK50-67410S
HSSK50-67411S
HSSK50-67412S
143.265192
143.267012
143.267022
143.267042
143.274092
143.274102
143.274112
143.274122
143.274132
143.274162
143.274172
143.274182
143.274252
143.274272
143.274282
143.274292
143.274302
143.274312
143.274322
143.274332
143.274352
143.274372
143.274472
143.257072
143.265012
143.265032
143.265042
143.265052
143.265062
143.265072
143.265082
143.265092
143.265112
143.265122
143.265132
143.265142
143.265152
143.265162
143.265172
143.255012
143.255022
143.255042
143.255052
143.255062
143.255072
143.255082
143.255092
143.255102
143.255112
143.257012
143.257022
143.257032
143.257042
143.257052
143.257062
LAV50-62049B
LAV40-50368E
LAV40-50368F
LAV40-50369F
LAV35-40938L
LAV35-40939L
LAV35-40940L
LAV35-40941L
LAV35-40942L
LAV35-40899L
LAV35-40943L
LAV35-40944L
LAV35-40751L
LAV35-40948L
LAV35-40949L
LAV35-40950L
LAV35-40951L
LAV35-40952L
LAV35-40953L
LAV35-40954L
LAV35-40955L
LAV35-40956L
LAV35-40957L
LAV40-50366E
LAV50-62015A
LAV50-62047A
LAV50-62030A
LAV50-62049A
LAV50-62039B
LAV50-62047B
LAV50-62015B
LAV50-62029B
LAV50-62037B
LAV50-62043B
LAV50-62050B
LAV50-62051B
LAV50-62052B
LAV50-62053B
LAV50-62024B
LAV50-62027
LAV50-62029
LAV50-62037
LAV50-62039A
LAV50-62043
LAV50-62043A
LAV50-62015A
LAV50-62037A
LAV50-62029A
LAV50-62039A
LAV40-50358D
LAV40-50358C
LAV40-50366D
LAV40-50201D
LAV40-50369D
LAV40-50369E
E www.mymowerparts.com
For Discount Tecumseh Engine Parts Call 606-678-9623 or 606-561-4983
EE
143.284242
143.284252
143.284282
143.284292
143.284302
143.284312
143.284322
143.284392
143.284402
143.284412
143.284422
143.284442
143.284482
143.284512
143.284522
143.284542
143.284552
143.284562
143.284572
143.284592
143.284632
143.284652
143.284662
143.275082
143.277012
143.277022
143.284012
143.284022
143.284032
143.284052
143.284062
143.284082
143.284092
143.284112
143.284142
143.284152
143.284162
143.284182
143.284222
143.274492
143.274552
143.274592
143.274642
143.274662
143.274682
143.274702
143.274772
143.274792
143.275012
143.275012
143.275022
143.275042
143.275052
143.275062
143.275072
SEARS CRAFTSMAN CROSS REFERENCE CHARTS
Craftsman Tecumseh Craftsman Tecumseh
Craftsman Tecumseh Craftsman Tecumseh
143.326032
143.326042
143.326052
143.326062
143.326072
143.326082
143.326092
143.326102
143.326112
143.326122
143.326132
143.326142
143.326152
143.326162
143.326172
143.326182
143.326282
143.326292
143.326302
143.326322
143.326332
143.326342
143.326372
143.315092
143.315102
143.315112
143.315122
143.321012
143.321022
143.324052
143.324112
143.324142
143.324152
143.324162
143.324172
143.324182
143.324192
143.326012
143.326022
143.314482
143.314542
143.314552
143.314562
143.314702
143.314722
143.314732
143.314742
143.314752
143.314762
143.314772
143.315022
143.315032
143.315042
143.315062
143.315072
143.314032
143.314042
143.314052
143.314062
143.314072
143.314082
143.314092
143.314102
143.314112
143.314182
143.314262
143.314272
143.314282
143.314292
143.314302
143.314322
143.314332
143.314342
143.314362
143.314382
143.314402
143.314412
143.314432
143.287032
143.294552
143.294562
143.294622
143.294632
143.294642
143.294702
143.295012
143.295022
143.295032
143.297012
143.304362
143.305042
143.305062
143.313012
143.313022
143.284712
143.284722
143.284732
143.284762
143.285012
143.285022
143.285032
143.285042
143.285052
143.285062
143.285072
143.285082
143.285092
143.285102
143.287012
143.287022
TVS90-43020B
TVS90-43022B
TVS90-43023B
TVS90-43025B
TVS90-43032B
TVS90-43033B
TVS90-43094B
TVS90-43095B
TVS90-43096B
TVS90-43121B
TVS90-43059B
TVS90-43061B
TVS90-43107B
TVS90-43019B
TVS90-43134B
TVS90-43040B
TVS90-43112B
TVS90-43111B
TVS90-43145B
TVS90-43044B
TVS90-43068B
TVS90-43108B
LAV35-40917N
LAV40-50392E
TVS105-53012A
TVS105-53013A
TVS105-53017A
TVS105-53018A
TVS105-53016A
TVS105-53025A
LAV50-62071C
LAV50-62072C
LAV50-62053C
TVS105-53006A
LAV35-40906M
LAV50-62073C
LAV50-62074C
TVS75-33010B
TVS75-33012B
LAV35-40926M
LAV35-40917M
LAV35-40859M
LAV35-40463M
LAV50-62050C
LAV50-62024C
LAV50-62066C
LAV50-62049C
LAV50-62067C
LAV50-62065C
LAV50-62037C
LAV50-62063C
LAV50-62068C
LAV50-62043C
LAV40-50389E
LAV40-50391D
LAV35-40990M
LAV35-40991M
LAV35-40992M
LAV35-40993M
LAV35-40994M
LAV35-40882M
LAV35-40858M
LAV35-40751M
LAV35-40995M
LAV35-40996M
LAV35-40962M
LAV30-30539M
LAV35-40961M
LAV35-40997M
LAV35-40998M
LAV35-40999M
LAV35-41000M
LAV35-41001M
LAV35-41002M
LAV35-41003M
LAV35-41006M
LAV35-40923M
LAV35-40938M
LAV50-62066B
LAV40-50387D
LAV40-50382D
LAV35-40969M
LAV35-40970M
LAV35-40971M
LAV35-40972M
LAV35-40973M
LAV35-40974M
LAV35-40975M
LAV35-40977M
LAV35-40980M
LAV35-40981M
LAV35-40982M
LAV35-40986M
LAV30-30538M
LAV35-40858L
LAV35-40961L
LAV35-40962L
LAV35-40626L
LAV35-40967L
LAV35-40882L
LAV35-40926L
LAV35-40924L
LAV35-40774L
LAV50-62059B
LAV50-62059B
LAV50-62060B
LAV50-62018B
LAV50-62063B
LAV50-62065B
LAV50-62019B
TVM195-150063H
TVM195-150114H
TVM195-150122H
TVM195-150017H
TVM195-150065H
TVM195-150071H
TVM195-150039H
TVM195-150080H
TVM195-150064H
TVM220-157028D
TVM220-157035D
TVM220-157014D
TVM220-157026D
TVM220-157047D
TVM220-157027D
TVM220-157025D
TVM140-70281K
TVM140-70259K
TVM140-70304K
TVM170-127008C
TVM195-150116H
TVM195-150134H
TVM170-127009C
LAV50-62037D
LAV50-62053D
LAV50-62050D
LAV50-62067D
TVS75-33010C
TVS75-33012C
TVS90-43020C
TVS90-43116C
TVS90-43139C
TVS90-43121C
TVS90-43025C
TVS90-43142C
TVXL105-54009A
TVS90-43144C
TVM195-150016H
TVM195-150062H
TVS90-43150B
TVS90-43066B
TVS90-43088B
TVS90-43116B
LAV35-40906N
TVS90-43139B
TVS90-43140B
TVS90-43141B
TVS90-43142B
TVS90-43143B
TVS90-43144B
LAV50-62071D
TVS105-53018B
TVS105-53025B
LAV50-62065D
TVS105-53006B
143.336032
143.336042
143.341012
143.344022
143.344032
143.344042
143.344072
143.344102
143.344112
143.344142
143.344162
143.344182
143.344192
143.344202
143.344212
143.344222
143.344402
143.344412
143.344422
143.344432
143.344442
143.344462
143.345032
143.334282
143.334292
143.334302
143.334312
143.334332
143.334352
143.334362
143.334372
143.334382
143.335032
143.335042
143.335052
143.335062
143.335072
143.336012
143.336022
143.331012
143.331022
143.334022
143.334032
143.334052
143.334062
143.334072
143.334112
143.334122
143.334142
143.334152
143.334162
143.334192
143.334202
143.334262
143.334272
TVM220-157062D
TVM220-157069D
TVS75-33039D
TVS90-43213D
TVS90-43214D
TVS90-43221D
TVS90-43219D
TVS90-43222D
TVXL105-54017B
TVS90-43230D
TVS90-43250D
TVS90-43252D
TVS90-43253D
TVS90-43254D
TVS90-43255D
TVS90-43256D
TVXL105-54020B
TVXL105-54021B
TVS90-43268D
TVS90-43269D
TVS105-53059D
TVS105-53067D
TVS120-63211A
TVS90-43141D
TVS90-43142D
TVS90-43143D
TVS90-43144D
TVS90-43201D
TVS90-43121D
TVS90-43215D
TVS90-43220D
TVS90-43226D
LAV50-62037E
LAV50-62067E
TVS120-63209A
LAV50-62065E
TVS120-63210A
TVM140-70371K
TVM220-157058D
TVS75-33025D
TVS75-33012D
TVS90-43173D
TVS90-43174D
TVXL105-54012B
TVS90-43175D
TVS90-43176D
TVS90-43177D
TVS90-43178D
TVS90-43068D
TVS90-43019D
TVS90-43145D
LAV35-40917P
TVS90-43116D
TVS90-43139D
TVS90-43140D www.mymowerparts.com
For Discount Tecumseh Engine Parts Call 606-678-9623 or 606-561-4983
SEARS CRAFTSMAN CROSS REFERENCE CHARTS
Craftsman Tecumseh Craftsman Tecumseh
Craftsman Tecumseh Craftsman Tecumseh
TVS90-43296D
TVS90-43297D
TVS90-43298D
TVS90-43299D
TVS90-43300D
LAV35-40917R
TVS90-43307D
TVS90-43312D
TVS90-43315D
TVS90-43316D
TVS90-43321D
TVS90-43322D
TVS105-53077D
TVS105-53083D
TVS105-53084D
LAV50-62050F
TVM220-157081F
TVM125-60249L
TVM195-150134K
TVM220-157069F
TVM195-150151K
TVM125-60251L
TVM195-150152K
TVM220-157026E
TVM220-157047E
TVM220-157027E
TVM220-157025E
TVM125-60249K
TVS75-33046D
TVS75-33052D
TVS90-43290D
TVS90-43291D
TVS90-43292D
TVS90-43293D
TVS90-43294D
TVXL105-54024B
TVS90-43295D
TVS90-43289D
TVS90-43288D
LAV50-62082E
TVM220-157058E
TVM220-157062E
TVM170-127008D
TVM195-150116J
TVM195-150134J
TVM220-157069E
TVM220-157035E
TVM170-127009D
TVM195-150016J
TVM195-150114J
TVM195-150122J
TVM195-150039J
TVM195-150080J
TVM220-157028E
TVM220-157014E
143.384102
143.384112
143.384122
143.384172
143.384202
143.384212
143.384222
143.384232
143.384242
143.384252
143.384262
143.384272
143.384282
143.384292
143.384302
143.384312
143.384322
143.384332
143.384342
143.384352
143.384362
143.384372
143.384382
143.376022
143.376042
143.376052
143.376062
143.376092
143.381012
143.381022
143.384012
143.384022
143.384032
143.384042
143.384052
143.384062
143.384072
143.384082
143.384092
143.374072
143.374082
143.374212
143.374222
143.374232
143.374292
143.374302
143.374312
143.374322
143.374332
143.374362
143.374372
143.374382
143.374422
143.374432
143.375042
143.364402
143.366022
143.366032
143.366042
143.366052
143.366062
143.366082
143.366102
143.366112
143.366122
143.366132
143.366152
143.366172
143.366182
143.366192
143.366222
143.371012
143.371022
143.371032
143.374012
143.374022
143.374032
143.374052
143.356362
143.361012
143.364012
143.364082
143.364102
143.364112
143.364122
143.364132
143.364142
143.364202
143.364222
143.364262
143.364352
143.364362
143.364372
143.364392
143.356082
143.356092
143.356102
143.356122
143.356132
143.356142
143.356152
143.356162
143.356172
143.356182
143.356192
143.356202
143.356212
143.356222
143.356232
143.356252
143.354182
143.354192
143.354202
143.354212
143.354232
143.354282
143.354292
143.354312
143.354322
143.354332
143.354342
143.354352
143.354482
143.354492
143.354502
143.355032
143.356012
143.356022
143.356032
143.356042
143.356052
143.356062
143.356072
143.346162
143.346172
143.346182
143.346192
143.346202
143.351012
143.351022
143.354012
143.354062
143.354092
143.354102
143.354122
143.354132
143.354142
143.354162
143.354172
143.345042
143.346012
143.346022
143.346032
143.346042
143.346052
143.346062
143.346072
143.346082
143.346092
143.346102
143.346112
143.346122
143.346132
143.346142
143.346152
TVS105-53090D
TVM195-150134L
TVM220-157069G
TVM195-150151L
TVM220-157093G
TVM220-157081G
TVM125-60252L
TVM195-150152L
TVM220-157083G
TVM220-157084G
TVM220-157097G
TVM195-150163L
TVM220-157108G
TVM125-60254L
TVM220-157106G
TVM220-157110G
TVS75-33056E
TVS75-33057E
TVS75-33059E
TVS90-43352E
TVS90-43353E
TVS90-43354E
TVS90-43356E
TVM125-60251L
TVS75-33054D
TVS90-43333D
TVS90-43334D
TVS90-43335D
TVS90-43336D
TVS90-43337D
TVS90-43338D
TVS90-43339D
TVS90-43341D
TVS90-43342D
TVS105-53087D
TVS90-43346E
TVS90-43347E
TVS90-43348E
TVS90-43351D
TVM220-157083F
TVM220-157084F
TVM170-127013E
TVM195-150154K
TVM195-150155K
TVM195-150156K
TVM195-150157K
TVM220-157085F
TVM220-157086F
TVM220-157087F
TVM220-157088F
TVM220-157089F
TVM220-157090F
TVM220-157091F
TVM220-157093F
TVM220-157097F
ECV100-145314G
ECV100-145315G
ECV100-145316G
ECV100-145317G
ECV100-145318G
ECV100-145319G
ECV100-145258G
ECV100-145295G
ECV100-145296G
ECV100-145286G
ECV100-145287G
TVS90-43342F
TVS90-43347F
TVS90-43346F
TVS90-43215F
TVS90-43396F
ECV100-145321G
ECV100-145322G
TVS90-43348F
ECV100-145285G
ECV100-145294G
ECV100-145293G
TVS90-43402F
TVM220-157106H
TVM195-150164M
TVM220-157115H
TVM195-150151M
TVM220-157083H
TVS75-33061F
TVS75-33059F
TVS90-43379F
TVS90-43380F
TVS90-43381F
TVS90-43382F
TVS90-43383F
TVS90-43384F
TVS90-43385F
TVS90-43386F
ECV100-145313G
TVS90-43358E
TVS90-43359E
TVS90-43360E
TVS90-43361E
TVS90-43362E
TVS105-53601E
TVS90-43371E
TVS105-53101E
TVS90-43342E
TVS90-43375E
TVS90-43307E
TVS105-53602E
TVS90-43215E
TVS105-53102E
TVS90-43389E
LAV50-62037F
143.391012
143.394012
143.394022
143.394032
143.394042
143.394052
143.394062
143.394072
143.394082
143.394122
143.394132
143.394142
143.394152
143.394162
143.394172
143.394222
143.394232
143.394242
143.394252
143.394262
143.394272
143.394282
143.394302
143.384552
143.384562
143.384572
143.385042
143.385052
143.386022
143.386042
143.386052
143.386062
143.386072
143.386082
143.386122
143.386132
143.386142
143.386172
143.386182
143.384392
143.384402
143.384412
143.384422
143.384432
143.384442
143.384452
143.384462
143.384472
143.384482
143.384492
143.384502
143.384512
143.384522
143.384532
143.384542
TVS75-33066F
ECV100-145323G
TVS90-43420F
TVS90-43422F
TVS90-43423F
TVS90-43424F
TVS90-43425F
TVS90-43426F
ECV100-145324G
TVS90-43438F
TVS90-43421F
TVS90-43428F
TVS90-43443F
ECV100-145333G
ECV100-145327G
ECV100-145326G
ECV100-145325G
TVS90-43451F
ECV100-145330G
ECV100-145332G
ECV100-145331G
ECV100-145329G
TVS90-43454F
TVS90-43389F
ECV100-145320G
TVS90-43415F
LAV50-62037G
LAV50-62082G
TVM220-157120J
TVM220-157122J
TVM195-150152N
TVM220-157083J
TVM220-157084J
TVM220-157097J
TVM195-150151N
TVM195-150164N
TVM220-157115J
TVM220-157126H
TVM220-157128J
TVS90-43403F
TVS105-53107F
TVS105-53602F
TVS105-53607F
TVS100-44604B
TVS90-43405F
TVS90-43375F
ECV100-145273G
ECV100-145291G
ECV100-145292G
ECV100-145266G
ECV100-145290G
ECV100-145288G
ECV100-145297G
ECV100-145289G
ECV100-145310G
EEE www.mymowerparts.com
For Discount Tecumseh Engine Parts Call 606-678-9623 or 606-561-4983
EL
143.404082
143.404092
143.404122
143.404132
143.404142
143.404152
143.404162
143.404172
143.404182
143.404202
143.404222
143.404232
143.404242
143.404252
143.404282
143.404292
143.404312
143.404322
143.404332
143.404342
143.404352
143.404362
143.404372
143.394482
143.394492
143.394502
143.394512
143.394522
143.395012
143.395022
143.396022
143.396042
143.396052
143.396082
143.396102
143.396122
143.404022
143.404032
143.404042
143.394312
143.394322
143.394332
143.394342
143.394352
143.394362
143.394372
143.394382
143.394392
143.394402
143.394412
143.394422
143.394442
143.394452
143.394462
143.394472
SEARS CRAFTSMAN CROSS REFERENCE CHARTS
Craftsman Tecumseh Craftsman Tecumseh
Craftsman Tecumseh Craftsman Tecumseh
143.424062
143.424072
143.424082
143.424102
143.424112
143.424122
143.424132
143.424142
143.424152
143.424162
143.424172
143.424182
143.424192
143.424202
143.424212
143.424222
143.424232
143.424242
143.424252
143.424262
143.424282
143.424292
143.424312
143.414612
143.414622
143.414632
143.414642
143.414652
143.414662
143.414672
143.414682
143.416032
143.416052
143.416072
143.424012
143.424022
143.424032
143.424042
143.424052
143.414342
143.414362
143.414372
143.414382
143.414402
143.414412
143.414422
143.414482
143.414492
143.414502
143.414522
143.414542
143.414572
143.414582
143.414592
143.414602
143.414122
143.414132
143.414142
143.414152
143.414162
143.414182
143.414192
143.414202
143.414212
143.414222
143.414222
143.414232
143.414242
143.414252
143.414262
143.414272
143.414282
143.414292
143.414292
143.414302
143.414312
143.414322
143.414332
143.406082
143.406092
143.406102
143.406122
143.406172
143.414012
143.414022
143.414032
143.414042
143.414052
143.414062
143.414072
143.414082
143.414092
143.414102
143.414112
143.404382
143.404392
143.404402
143.404412
143.404422
143.404432
143.404442
143.404452
143.404462
143.404472
143.404482
143.404502
143.404532
143.406022
143.406032
143.406042
ECV100-145340H
ECV100-145341H
ECV100-145342H
ECV100-145344H
ECV100-145345H
TVS90-43299G
ECV100-145337H
ECV100-145338H
TVS90-43389G
TVS105-53167H
TVS105-53167H
TVS90-43526G
TVS90-43375G
TVS90-43215G
ECV100-145346H
ECV100-145347H
TVS90-43528G
TVS105-53153H
TVS105-53153H
TVS120-63124G
TVS105-53130H
TVS105-53901H
TVS90-43504G
TVM125-60261L
TVXL195-150233
TVXL220-157230A
TVXL220-157206A
TVXL195-150238
TVS90-43512G
TVS105-53162H
TVS90-43513G
TVS90-43514G
TVS90-43515G
TVS105-53163H
TVS105-53165H
TVS90-43497G
ECV100-145334H
ECV100-145335H
ECV100-145339H
TVS105-53906G
TVS105-53907G
TVS120-63902F
TVS105-53147G
TVS105-53148G
TVS105-53149G
TVS105-53150G
TVS105-53151G
TVS105-53152G
TVS120-63120F
TVS120-63903F
TVS90-43504F
TVS90-43497F
TVXL220-157205A
TVXL220-157215A
TVXL220-157220A
TVS105-53901G
TVS105-53902G
TVS120-63114F
TVS105-53130G
TVS105-53903G
TVS120-63115F
TVS105-53132G
TVS105-53131G
TVS120-63901F
TVS105-53136G
TVS105-53137G
TVS105-53138G
TVS105-53133G
TVS105-53134G
TVS105-53139G
TVS120-63117F
TVS105-53140G
TVS105-53153G
TVS105-53904G
TVS90-43498F
TVS90-43499F
TVS105-53143G
TVS105-53905G
ECV100-145348G
TVS90-43458F
LAV35-40917S
ECV100-145349G
TVS100-44605B
ECV120-152044D
ECV120-152045D
TVXL220-157213
TVXL220-157206
TVXL220-157205
TVXL220-157215
TVM125-60258L
TVXL220-157220
TVS90-43490F
TVS90-43491F
TVS105-53123G
TVS90-43455F
TVS90-43456F
TVS90-43457F
ECV100-145334G
ECV100-145335G
ECV100-145336G
ECV100-145337G
ECV100-145338G
ECV100-145339G
ECV100-145340G
ECV100-145341G
ECV100-145342G
ECV100-145344G
ECV100-145345G
ECV100-145346G
ECV100-145347G
TVS120-63129H
TVS100-44026D
TVS105-56904
TVS120-63910H
TVS100-44029D
TVS100-44030D
TVS100-44031D
TVS105-56905
TVS120-63911H
TVS105-56906
TVS120-63130H
TVS100-44032D
TVS100-44033D
TVS90-43215H
TVS90-43514H
TVS90-43513H
TVS90-43375H
TVS90-43553H
TVS90-43528H
TVS105-53163J
TVS105-53912J
TVS105-53913J
TVS105-56005
TVS90-43537G
TVS120-63127G
TVS105-53914H
TVS120-63907G
TVS105-53175H
TVS105-53176H
TVS105-53177H
ECV100-145349H
TVXL220-157240A
TVM125-60254M
TVXL220-157241A
TVS90-43504H
TVS105-56001
TVS90-43497H
TVS105-53153J
TVS90-43526H
TVS105-53903H
TVS105-53911H
TVS105-53169H
TVS105-53151H
TVS105-53902H
TVS105-53168H
TVS120-63115G
TVS105-53139H
TVS120-63120G
TVS90-43534G
TVS90-43901G
TVS105-53907H
TVS120-63902G
TVS105-53910H
TVS105-53912H
TVS105-53913H
143.434042
143.434052
143.434062
143.434072
143.434082
143.434092
143.434102
143.434122
143.434132
143.434142
143.434152
143.434162
143.434182
143.434192
143.434202
143.434212
143.434222
143.434232
143.434242
143.434262
143.434272
143.434282
143.434292
143.424532
143.424542
143.424552
143.424562
143.424572
143.424582
143.426012
143.426032
143.426042
143.426052
143.426062
143.426072
143.426132
143.434012
143.434022
143.434032
143.424322
143.424332
143.424342
143.424352
143.424362
143.424372
143.424382
143.424392
143.424402
143.424412
143.424462
143.424472
143.424482
143.424492
143.424502
143.424512
TVS115-56007A
TVS115-56012A
TVS115-57902A
TVS90-43572J
TVS115-56011A
TVS90-46005
TVS115-61002
TVS115-56010A
TVS115-61901
TVS90-43497J
TVS115-56906A
TVS115-56001A
TVS115-56017A
TVS90-46003
TVS115-57012A
TVS90-43576J
TVS90-46012
TVS115-56016A
TVS90-46013
TVS90-46007
TVS90-46015
TVS120-63917J
TVS90-46017
TVS100-44043D
TVS100-44045D
TVS100-44046D
TVS90-43389H
TVS90-43299H
TVS120-63916H
TVM125-60261M
TVXL195-150238A
TVXL220-157205B
TVXL220-157206B
TVXL220-157220B
TVXL220-157245B
TVXL220-157215B
TVS90-43504J
TVS90-43526J
TVS115-61902
TVS105-56006
TVS120-63134H
TVS120-63135H
TVS105-53180J
TVS90-43555H
TVS90-43556H
TVS105-56007
TVS105-56907
TVS120-63902H
TVS90-43558H
TVS100-44038D
TVS90-43515H
TVS120-63137H
TVS105-53920J
TVS120-63915H
TVS90-43298H www.mymowerparts.com
For Discount Tecumseh Engine Parts Call 606-678-9623 or 606-561-4983
SEARS CRAFTSMAN CROSS REFERENCE CHARTS
Craftsman Tecumseh Craftsman Tecumseh
Craftsman Tecumseh Craftsman Tecumseh
TVXL195-150246B
TVXL220-157220C
TVXL220-157215C
TVXL220-157206C
TVXL220-157205C
TVM125-60254N
TVXL195-150238B
H70-130006
H70-130070
H70-130071
H70-130072
H70-130069
H70-130081
H70-130097
H70-130099
H70-130108
H70-130138A
H70-130135A
H70-130029A
H70-130097A
H70-130037A
H70-130108A
H70-130013A
TVS90-46018
TVS90-46019
TVS120-63918J
TVS100-44037E
TVS90-43375J
TVS100-44033E
TVS90-43513J
TVS100-44031E
TVS90-43515J
TVS90-43553J
TVS90-43298J
TVS100-44043E
TVS90-43215J
TVS100-44030E
TVS100-44038E
TVS100-44032E
TVS100-44036E
TVS90-43528J
TVS105-53913K
TVS105-53163K
TVS115-61016
TVS115-61906
TVS90-43514J
TVS100-44029E
TVS100-44045E
TVS90-43299J
TVS90-43512J
TVS100-44048E
TVS115-56911A
TVS115-56031A
TVXL220-157245C
TVM125-60267N
143.676152
143.676162
143.676172
143.676192
143.676212
143.676242
143.676262
143.677022
143.685022
143.685032
143.686012
143.686022
143.686032
143.686042
143.686052
143.686062
143.686082
143.686092
143.686102
143.686122
143.686122
143.686132
143.686132
143.667062
143.667072
143.667082
143.675012
143.675022
143.675032
143.676032
143.676062
143.676072
143.676082
143.676092
143.676102
143.676112
143.676112
143.676122
143.676132
143.666192
143.666202
143.666222
143.666242
143.666252
143.666272
143.666282
143.666292
143.666302
143.666312
143.666332
143.666342
143.666362
143.666372
143.666382
143.667052
143.656152
143.656192
143.656232
143.656262
143.656272
143.665032
143.665042
143.665052
143.665072
143.666012
143.666022
143.666042
143.666052
143.666062
143.666072
143.666102
143.666112
143.666122
143.666132
143.666142
143.666172
143.666182
143.666192
143.646072
143.646082
143.646092
143.646102
143.646122
143.646132
143.646152
143.646172
143.646182
143.646192
143.646202
143.656032
143.656062
143.656102
143.656122
143.656132
143.626122
143.626142
143.626152
143.626172
143.626192
143.626212
143.626292
143.626312
143.626322
143.636032
143.636062
143.64152
143.646012
143.646022
143.646032
143.646062
143.436062
143.436072
143.436082
143.436112
143.436122
143.436162
143.436172
143.586112
143.606012
143.606022
143.606032
143.606042
143.606052
143.606102
143.616012
143.616122
143.626012
143.626032
143.626052
143.626062
143.626082
143.626092
143.626102
143.434472
143.434482
143.434492
143.434502
143.434512
143.434522
143.434532
143.434542
143.434552
143.434562
143.434572
143.434582
143.434592
143.434602
143.436012
143.436052
143.434302
143.434312
143.434332
143.434342
143.434352
143.434362
143.434372
143.434382
143.434392
143.434402
143.434412
143.434422
143.434432
143.434442
143.434452
143.434462
H70-130200B
H70-130069B
H70-130202B
H70-130203C
H70-130205C
HS50-67062C
HS50-67037C
HS50-67128C
HS50-67135C
H70-130097C
H70-130206C
H70-130207C
H70-130193C
H70-130197C
H70-130202C
H60-75420K
H60-75426K
H60-75411K
H60-75404K
H60-75398K
H60-75403L
H60-75437K
H60-75438K
H70-130006B
H70-130181B
H70-130182B
H70-130173B
H70-130057B
H70-130108B
H70-130081B
H70-130185B
H70-130183B
H60-75365K
H70-130186B
H60-75403K
H70-130172B
H70-130193B
H70-130196B
H70-130197B
H70-130036A
H70-130006A
H70-130070A
H70-130081A
H70-130017A
H70-130057A
H70-130168A
H70-130069A
H70-130015A
H70-130172A
H70-130173A
TVXL105-54029B
H70-130182A
H70-130181A
H70-130183A
H70-130013B
HM100-159019A
HM100-159020A
H70-130172D
H70-130224C
HM100-159011C
H60-75457M
HM100-159008C
HS40-55363G
HS50-67163C
HS50-67177C
HM70 132007A
HM70 132008A
HM80-155122E
HM80-155121E
HM80-155146E
H70-130206D
HM80-155164E
HM80-155170E
HM100-159034C
H60-75461M
H60-75461M
H70-130232D
H70-130232D
HS40-55477G
HS40-55212G
HS40-55495G
HS50-67146C
HS50-67149C
H50-65398L
H70-130219C
HM100-159014A
HM100-159015A
HM100-159016A
HM100-159017A
H70-130221C
H60-75452K
H60-75452K
H70-130211D
H60-75403M
H60-75438K
H60-75439K
H70-130200C
HH60-105096F
H70-130172C
H60-75416K
H70-130211C
H60-75442M
H70-130212D
H70-130213D
HM100-159008B
H70-130006C
HM100-159011B
H60-75445K
H70-130205D
HS40-55482G
143.706072
143.706082
143.706092
143.706102
143.706112
143.706122
143.706132
143.706142
143.706152
143.706162
143.706172
143.706182
143.706192
143.706212
143.706222
143.706232
143.707012
143.707042
143.707052
143.707072
143.707082
143.707092
143.707102
143.696092
143.696102
143.696112
143.696122
143.696132
143.696142
143.696152
143.697022
143.697042
143.697052
143.706012
143.706022
143.706032
143.706042
143.706052
143.706062
143.686142
143.686142
143.686152
143.686152
143.686162
143.686172
143.686182
143.687012
143.687042
143.696012
143.696032
143.696042
143.696052
143.696062
143.696072
143.696082
HM80-155194E
HM80-155193E
H70-130172E
H60-75470P
H70-130240F
HM80-155195G
HM100-159055E
H60-75471P
HM100-159034E
HM80-155170G
H70-130205F
H70-130172F
H70-130206F
H50-65447M
HM80-155204G
HM100-159062E
HS50-67188C
HS40-55524G
HS50-67190C
HS50-67191C
HS50-67192C
HS50-67193D
HS40-55526G
HM80-155170F
H70-130205E
HM100-159034D
H60-75462N
HM80-155131F
H50-65413L
H60-75403N
HS50-67170C
HS50-67117C
HS50-67178C
H60-75467K
H60-75468K
HM80-155190E
HM80-155189E
HM80-155189E
H60-75469K
HM80-155171E
HM80-155171E
HM100-159036C
HM100-159036C
H60-75462M
HM100-159040C
H60-75464K
HS40-55502G
HS40-55514G
H60-75465K
HM80-155145E
H60-75461N
H70-130232E
HM80-155171F
HM100-159036D
HS50-67181C
L www.mymowerparts.com
For Discount Tecumseh Engine Parts Call 606-678-9623 or 606-561-4983
LE
143.716322
143.716332
143.716342
143.716352
143.716362
143.716372
143.716382
143.716392
143.716412
143.716422
143.716432
143.717012
143.717022
143.717032
143.717042
143.717052
143.717062
143.717072
143.717082
143.717092
143.717102
143.717112
143.724052
143.716142
143.716152
143.716162
143.716172
143.716182
143.716192
143.716202
143.716212
143.716222
143.716232
143.716242
143.716252
143.716282
143.716292
143.716302
143.716312
143.707112
143.707122
143.707132
143.716012
143.716022
143.716032
143.716042
143.716052
143.716062
143.716072
143.716082
143.716092
143.716102
143.716112
143.716122
143.716132
SEARS CRAFTSMAN CROSS REFERENCE CHARTS
Craftsman Tecumseh Craftsman Tecumseh
Craftsman Tecumseh Craftsman Tecumseh
143.756132
143.756142
143.756152
143.756162
143.756172
143.756182
143.756192
143.756202
143.756212
143.756222
143.764012
143.764022
143.764032
143.764042
143.764052
143.764062
143.764072
143.766012
143.766072
143.766082
143.766092
143.766102
143.766112
143.754112
143.754122
143.754132
143.754142
143.754152
143.756012
143.756022
143.756042
143.756052
143.756062
143.756072
143.756082
143.756092
143.756102
143.756112
143.756122
143.751012
143.751022
143.751032
143.751042
143.751052
143.751062
143.754012
143.754022
143.754032
143.754042
143.754052
143.754062
143.754072
143.754082
143.754092
143.754102
143.736052
143.736062
143.736072
143.736082
143.736092
143.736102
143.736112
143.736122
143.736132
143.736142
143.742032
143.742042
143.742052
143.744092
143.744102
143.744112
143.746012
143.746022
143.746062
143.746072
143.746082
143.746092
143.746102
143.726222
143.726232
143.726242
143.726252
143.726262
143.726272
143.726282
143.726292
143.726302
143.726312
143.726322
143.734042
143.735012
143.735022
143.736032
143.736042
143.725012
143.726012
143.726022
143.726032
143.726042
143.726052
143.726082
143.726092
143.726102
143.726132
143.726142
143.726152
143.726182
143.726192
143.726202
143.726212
H60-75486M
H60-75487M
H50-65447P
HM80-155238F
H70-130252H
HM100-159079H
H50-65473P
HM80-155246J
HM80-155247J
HM100-159086H
HM80-155256F
H50-65479N
H50-65480N
HS50-67238E
HS40-55546H
HS50-67247E
H60-75489M
HM80-155250F
H70-130256J
HM100-159095J
HM80-155279J
HM80-155280J
HM100-159101J
H60-75465M
HM100-159014C
H60-75469M
H70-130206G
H60-75439M
HM80-155231F
H70-130205H
HM100-159034G
H50-65413P
HM100-159072G
HM100-159020C
HS40-55542H
HS50-67220E
HS50-67224D
H60-75484M
HM80-155235F
HS50-67210E
H60-75480M
HM100-159019C
HM80-155228F
H70-130207E
H70-130224E
H60-75445M
H50-65461P
HM100-159066C
H60-75416M
HH60-105096H
HM80-155229H
H70-130193E
H70-130197E
H70-130006E
H70-130196E
H70-130196D
HM100-159019B
HM70-132015B
H60-75438L
H70-130205G
HM100-159034F
HM100-159055F
HM80-155204H
H60-75404L
H50-65447N
HM100-159062F
HS40-55482H
HS40-55502H
HS40-55524H
HS50-67190D
HS40-55363H
HS50-67128D
HS50-67163D
HS50-67192D
HS50-67195E
HS40-55537H
HS50-67206E
HS40-55526H
H70-130197D
HM80-155194F
H50-65398M
HM80-155122F
HM80-155145F
HM80-155146F
H70-130232F
HM100-159066B
HM80-155211F
H60-75469L
H50-65413M
H70-130224D
H60-75439L
H60-75437L
HH60-105096G
H70-130006D
HS50-67195D
HS40-55534G
HS50-67200D
HM70-132014B
HM80-155208F
H60-75465L
H60-75445L
HM70-132007B
HM70-132008B
HM80-155189F
HM80-155190F
HM100-159014B
HM100-159015B
H70-130221D
H70-130207D
H70-130193D
H70-130224F
H50-65479P
HM100-159019D
H70-130256K
HM100-159095K
HM80-155279K
HM80-155280K
HM100-159101K
HM80-155299G
H70-130260K
HS50-67178F
HS50-67265F
HS40-55556J
HS50-67268F
H35-45604R
HS50-67273F
HS50-67274F
HM80-155302H
HM80-155306H
HM80-155299H
HM100-159111L
HM80-155308L
HM80-155309L
HS50-67238F
HS40-55546J
HS50-67247F
HS50-67200F
H35-45554R
H60-75487N
H60-75489N
H70-130207F
H70-130006F
HM100-159020D
H60-75469N
HM80-155228G
H60-75465N
HM80-155146G
HM100-159014D
HM80-155256G
H30-35342R
H30-35333R
H30-35362R
H30-35363R
H30-35350R
H30-35351R
H35-45581R
H35-45379R
H35-45575R
H35-45592R
H35-45576R
HS50-67224E
H35-45595R
HS50-67163E
HS50-67192E
H35-45587R
143.784192
143.786012
143.786022
143.786032
143.786042
143.786052
143.786062
143.786072
143.786092
143.786112
143.786122
143.786132
143.786142
143.786152
143.786162
143.786172
143.786182
143.786192
143.786202
143.794042
143.794052
143.794053
143.794072
143.784042
143.784062
143.784072
143.784082
143.784092
143.784102
143.784102
143.784112
143.784112
143.784122
143.784132
143.784142
143.784152
143.784162
143.784172
143.784182
143.766122
143.766132
143.766142
143.766152
143.774012
143.774102
143.774122
143.774132
143.776012
143.776022
143.776042
143.776052
143.776062
143.784012
143.784022
143.784032
HSK35-45554T
HM80-155308M
HM80-155309M
HM80-155321M
HM100-159115M
HM80-155338M
HM100-159140M
HM100-159141M
HM80-155340L
HM80-155346K
HM100-159135G
H70-130006G
H70-130269G
H70-130264G
H60-75469P
HM80-155327K
HM100-159111N
HM100-159134G
HM100-159158G
HS50-67268H
HS40-55572L
HS50-67291H
HS40-55573L
HS40-55562K
H30-35382S
HS50-67192F
H30-35333S
H30-35362S
H30-35374S
H30-35374S
H35-45592S
H35-45592S
H35-45612S
HS50-67280F
H35-45379S
HS50-67163F
H30-35350S
H30-35393S
H35-45595S
HM100-159115L
H70-130263K
HM100-159125L
HM80-155321L
H35-45605R
H30-35374R
H35-45612R
HS50-67280E
HM80-155299J
H70-130264F
HM80-155327J
HM100-159134F
HM100-159135F
HS40-55556K
HS50-67268G
HS50-67274G www.mymowerparts.com
For Discount Tecumseh Engine Parts Call 606-678-9623 or 606-561-4983
SEARS CRAFTSMAN CROSS REFERENCE CHARTS
Craftsman Tecumseh Craftsman Tecumseh
Craftsman Tecumseh Craftsman Tecumseh
HM100-159183P
HM100-159183P
HM80-155400L
H70-130264H
H70-130267N
HM100-159192J
H70-130268H
HM80-155411L
HM100-159135J
HM100-159169J
HM80-155424L
HS40-55586N
HS50-67309K
H30-35426S
H30-35427S
H30-35431S
HMSK100-159183R
HM80-155416P
HM100-159199R
HM80-155433L
H60-75469S
H30-35427T
H30-35426T
H70-130006H
HM80-155327L
HM80-155384L
HS40-55586M
HS50-67309J
H30-35419S
H30-35420S
H35-45629S
H30-35424S
HM80-155370P
HM80-155309P
HM80-155389P
HM100-159115P
HM100-159180P
HM80-155308P
HM80-155394P
HS50-67300H
HM80-155308N
HM80-155309N
HM80-155321N
HM80-155338N
HM100-159115N
HM100-159140N
HM100-159141N
HM80-155365N
HM80-155366N
HM100-159162N
HM80-155370N
HSK70-130267M
HM80-155346L
HM100-159169H
HM100-159135H
143.944024
143.944026
143.944028
143.944030
143.944032
143.944034
143.944036
143.944500
143.944502
143.944504
143.944506
143.945000
143.945001
143.945002
143.945003
143.945004
143.945006
143.945010
143.945012
143.945014
143.945016
143.945016
143.945018
143.943832
143.943834
143.943838
143.943842
143.943844
143.944000
143.944002
143.944004
143.944006
143.944008
143.944010
143.944012
143.944014
143.944016
143.944018
143.944022
143.943526
143.943528
143.943530
143.943532
143.943800
143.943802
143.943804
143.943806
143.943808
143.943810
143.943812
143.943814
143.943816
143.943818
143.943820
143.943830
143.941005
143.941006
143.941007
143.941008
143.941009
143.943001
143.943003
143.943005
143.943009
143.943009
143.943501
143.943502
143.943503
143.943504
143.943505
143.943506
143.943507
143.943508
143.943508
143.943509
143.943510
143.943512
143.943514
143.836012
143.836022
143.836032
143.836042
143.836082
143.836092
143.836102
143.836112
143.836122
143.836132
143.941000
143.941001
143.941001
143.941002
143.941003
143.941004
143.824022
143.824042
143.826012
143.826022
143.826032
143.826042
143.826052
143.826062
143.826072
143.826092
143.826102
143.826112
143.826122
143.834012
143.834022
143.834042
143.806092
143.806092
143.806102
143.806112
143.806122
143.806132
143.806142
143.806152
143.806162
143.806172
143.806182
143.814012
143.814022
143.814032
143.814042
143.814072
143.816012
143.816022
143.816032
143.816052
143.816062
143.824012
143.824022
143.796182
143.796192
143.796202
143.804062
143.804072
143.804082
143.804092
143.804102
143.804112
143.806012
143.806022
143.806032
143.806042
143.806052
143.806072
143.806082
143.794082
143.796012
143.796022
143.796032
143.796042
143.796052
143.796062
143.796072
143.796082
143.796092
143.796102
143.796132
143.796142
143.796152
143.796162
143.796172
HM100-159262K
TVXL220-157206D
HM100-159135L
TVXL220-157220D
HM100-159262L
H30-35426V
H30-35431V
H30-35450V
H30-35453V
H30-35453V
H35-45655V
TVS90-43515K
H35-45654V
TVS90-43513K
H35-45595U
TVS90-43215K
H35-45657U
TVS90-43572K
TVS90-43572K
H35-45661V
TVS90-43298K
TVS90-43375K
TVS90-43576K
H30-35426T
H30-35431T
HM80-155445P
HM100-159209R
HM80-155433M
HM80-155454M
HM100-159135K
H60-75537S
HM80-155424M
H60-75538S
HM80-155462M
H60-75539S
HM80-155400M
HSSK50-67338L
H30-35426U
H35-45595T
HMSK80-155478R
HMSK80-155416R
HMSK100-159199S
HMSK100-159244S
HM80-155487M
H60-75537T
H60-75538T
H60-75469T
H60-75539T
H60-75554T
TVXL220-157245D
HMSK100-159244T
HMSK100-159244T
TVXL220-157205D
HMSK100-159261T
TVXL220-157215D
TVS115-56042B
TVS105-53913L
TVS115-56044B
TVS115-56046B
TVS115-56912B
TVS115-56047B
TVS115-56048B
TVS115-57020B
TVS115-57023B
TVS115-57028B
TVS115-57030B
TVM125-60254P
HSSK50-67338M
TVS115-61901A
HS50-67163H
TVS115-61021A
TVS115-61022A
TVS115-61906A
TVS115-61016A
TVS115-61002A
TVS115-61024A
TVS115-61024A
TVS115-61026A
TVS100-44030F
TVS100-44031F
TVS100-44033F
TVS100-44045F
TVS100-44032F
TVS105-53163L
TVS115-56032B
TVS115-56031B
TVS115-56033B
TVS105-53912L
TVS115-56012B
TVS115-56010B
TVS115-56036B
TVS115-56037B
TVS115-56016B
TVS115-56043B
TVS90-43512K
TVS90-43299K
TVS90-43514K
TVS90-43700K
TVS100-44048F
TVS100-44036F
TVS90-46030A
TVS90-46031A
TVS90-46032A
TVS100-44043F
TVS90-46035A
TVS90-46036A
TVS90-46037A
TVS100-44038F
TVS100-44029F
TVS100-44046F
143.953005
143.953007
143.953500
143.953501
143.953502
143.953503
143.953504
143.953505
143.953506
143.953507
143.953508
143.953509
143.953510
143.953511
143.953512
143.953513
143.953514
143.953515
143.953516
143.953800
143.953802
143.953804
143.953806
143.948001
143.948003
143.948005
143.948007
143.948009
143.951000
143.951001
143.951002
143.951003
143.951004
143.951005
143.951006
143.951008
143.951010
143.953001
143.953003
143.945020
143.945300
143.945300
143.945302
143.945502
143.945502
143.945504
143.945506
143.945508
143.945510
143.946001
143.946003
143.946005
143.946007
143.948000
143.948001
H30-35450W
H30-35459W
TVS90-43576L
HT35-45595V
TVS90-43513L
H35-45654W
TVS90-43215L
H35-45655W
TVS90-43515L
H35-45671W
TVS90-43700L
H35-45657V
TVS90-43375L
H35-45675W
TVS90-43512L
H35-45674W
TVS90-43514L
H35-45661W
TVS90-43298L
TVS90-46036B
TVS100-44029G
TVS100-44031G
TVS100-44036G
TVS115-61027A
TVS120-63918K
TVS120-63918K
TVS120-63919K
TVS120-63921K
TVS120-63921K
TVS120-63920K
TVS120-63922K
TVS120-63923K
TVS120-63924K
H60-75539U
H60-75469U
H60-75537U
H60-75554U
TVXL195-150238C
HMSK80-155478S
HMSK80-155478S
HMSK80-155502S
HM80-155487N
HM80-155433N
HM80-155424N
TVM220-157245E
HMSK100-159282T
TVM220-157206E
HM100-159262M
TVM220-157215E
HM100-159135M
TVM220-157205E
TVM220-157220E
TVM220-157255E
H30-35431W
H30-35453W
LEE www.mymowerparts.com
For Discount Tecumseh Engine Parts Call 606-678-9623 or 606-561-4983
143.955006
143.955008
143.955010
143.955016
143.955018
143.955020
143.955022
143.955024
143.955300
143.955500
143.955502
143.955506
143.958000
143.958001
143.958003
143.958005
143.958007
143.959001
143.959003
143.959005
143.961000
143.961001
143.961003
143.954020
143.954022
143.954024
143.954026
143.954500
143.954502
143.954504
143.954506
143.954508
143.954516
143.955000
143.955001
143.955001
143.955002
143.955004
143.955005
143.953808
143.953810
143.953812
143.953814
143.953818
143.953820
143.953822
143.953824
143.954000
143.954001
143.954002
143.954004
143.954006
143.954008
143.954010
143.954018
LEEE
SEARS CRAFTSMAN CROSS REFERENCE CHARTS
Craftsman Tecumseh Craftsman Tecumseh
Craftsman Tecumseh Craftsman Tecumseh
143.971009
143.971011
143.973500
143.973501
143.973502
143.973503
143.973504
143.973505
143.973507
143.973508
143.973509
143.973510
143.973511
143.973512
143.973513
143.973800
143.973802
143.973804
143.974002
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143.966012
143.968000
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143.971000
143.971001
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143.971003
143.971004
143.971005
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143.965012
143.965014
143.965016
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143.965020
143.965022
143.965024
143.965502
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143.965506
143.965508
143.966001
143.966003
143.966004
143.966005
143.966010
143.964014
143.964016
143.964018
143.964020
143.964022
143.964024
143.964026
143.964028
143.964500
143.964502
143.964504
143.964506
143.964510
143.964512
143.965000
143.965001
143.965002
143.965003
143.965004
143.965005
143.965006
143.965008
143.965010
143.963517
143.963800
143.963802
143.963804
143.963806
143.963808
143.963810
143.963812
143.964000
143.964001
143.964002
143.964004
143.964006
143.964008
143.964010
143.964012
143.961005
143.961007
143.963001
143.963500
143.963501
143.963502
143.963503
143.963504
143.963505
143.963506
143.963507
143.963508
143.963509
143.963511
143.963513
143.963515
TVS115-56071D
TVS115-56072D
TVS115-56073D
TVS115-56074D
TVS115-56078D
TVS115-56077D
TVS115-56076D
TVS115-56082D
TVS115-57023D
TVS115-57031D
TVS115-57030D
TVS115-57032D
LEV115-350005A
LEV115-350003A
TVM125-60254R
HSSK50-67365P
TVS115-61049C
HSSK50-67338P
TVS115-61021C
HSSK50-67374P
TVS115-61050C
TVS115-61016C
TVS115-61051C
H35-45595W
TVS100-44031H
TVS100-44029H
TVS90-46068C
TVS100-44033H
TVS90-46035C
TVS100-44030H
TVS90-46081C
TVS115-56047D
HSSK40-55585T
TVS115-56036D
TVS115-56048D
TVS90-48001A
TVS90-48005A
LEV115-350002A
LEV115-350008A
HM100-159309M
HM100-159294M
H30-35453X
TVS90-43515M
H35-45657W
TVS90-43215M
H35-45687W
TVS90-43576M
H35-45671X
LEV115-350009A
H35-45674X
TVS90-43729M
H35-45675X
H35-45661X
H35-45697X
H35-45698X
TVS115-61906B
TVS115-61016B
TVS115-61021B
TVS115-61037B
TVS115-61039B
TVS115-61027B
TVS115-61026B
TVS115-61041B
TVS120-63924L
TVS120-63920L
TVS120-63925L
TVS120-63921L
TVM195-150238D
HMSK80-155535S
HM80-155424P
HM80-155487P
HM80-155544P
HM90-156004B
HM90-156005B
HM90-156006B
TVM220-157259E
HMSK100-159244U
HMSK100-159305U
TVS115-56912C
TVS115-56047C
TVS115-56048C
TVS115-56046C
TVS115-57031C
TVS115-57023C
TVS115-57032C
TVS115-57030C
TVS115-57033C
TVS115-57028C
TVS115-61907B
HSSK50-67338N
HSSK50-67338N
TVS115-61024B
TVS115-61032B
HS50-67163J
TVS100-44037G
TVS100-44046G
TVS100-44038G
TVS90-46035B
TVS100-44030G
TVS100-44033G
TVS100-44045G
TVS100-44032G
TVS115-56033C
HSSK40-55585S
TVS115-56036C
TVS105-53163M
TVS105-53913M
TVS115-56037C
TVS115-56051C
TVS115-56044C
HM100-159135N
HM100-159374N
TVS90-43576N
H35-45657X
TVS90-43729N
H35-45698Y
LEV115-350009B
H35-45675Y
H35-45697Y
TVS90-43515N
H35-45674Y
TVS90-43746N
H35-45661Y
LEV115-350043B
H35-45657Y
TVS90-46083D
TVS90-46081D
LEV115-350040B
TVS115-56089E
TVS115-56048E
TVS90-48014B
TVS90-48013B
TVS115-56090E
TVS115-61026C
TVS115-61037C
LEV115-350004A
LEV115-350006A
TVS115-61027C
TVS115-61056C
LEV115-350015B
TVS120-63920M
TVS115-62901A
LEV115-355002A
TVS115-62902A
H60-75469V
H60-75539V
TVS120-63929M
H60-75554V
TVS120-63930M
TVS120-63924M
TVM195-150238E
HMSK80-155547T
HMSK80-155478T
HMSK80-155555T
HM90-156007B
HM90-156008B
HM90-156004B
HM90-156005B
TVM220-157205F
HMSK100-159244V
TVM220-157215F
HMSK100-159339V
TVM220-157206F
HM100-159309N
HM100-159352M
143.975032
143.975034
143.975036
143.975038
143.975500
143.975502
143.975504
143.975506
143.975508
143.975510
143.975516
143.976002
143.976003
143.976005
143.976007
143.976250
143.976252
143.976254
143.976256
143.976258
143.976260
143.977001
143.978000
143.974508
143.975000
143.975001
143.975002
143.975004
143.975006
143.975007
143.975008
143.975010
143.975012
143.975014
143.975016
143.975024
143.975026
143.975028
143.975030
143.974012
143.974014
143.974016
143.974018
143.974020
143.974022
143.974024
143.974026
143.974030
143.974032
143.974034
143.974036
143.974500
143.974502
143.974504
143.974506
TVS115-61016D
LEV115-350047B
TVS115-61081D
TVS115-61082D
TVS115-62106B
TVS115-62107B
TVS115-62108B
TVS115-62110B
LEV115-355005B
LEV115-355006B
TVS115-62114B
TVS120-66901A
H60-75469W
H60-75539W
H60-75554W
TVS120-66101A
TVS120-66102A
LEV115-360005A
LEV115-360007A
LEV115-360008A
TVS120-66103A
HSK70-130299T
TVM195-150238F
TVS115-57054E
TVS115-61037D
HSSK50-67338R
LEV115-350012B
TVS115-61051D
TVS115-61027D
HSSK50-67374R
TVS115-61026D
TVS115-61056D
TVS115-61063D
TVS115-61064D
TVS115-61065D
LEV115-350031B
LEV115-350032B
TVS115-61072D
TVS115-61071D
TVS115-56047E
TVS115-56094E
TVS115-56095E
TVS115-56073E
LEV115-350044B
LEV100-340002A
TVS115-56071E
TVS115-56074E
LEV115-350045B
TVS90-48023B
TVS115-56077E
TVS90-48029B
TVS115-57048E
TVS115-57049E
LEV115-350029B
LEV115-350030B www.mymowerparts.com
For Discount Tecumseh Engine Parts Call 606-678-9623 or 606-561-4983
SEARS CRAFTSMAN CROSS REFERENCE CHARTS
Craftsman Tecumseh Craftsman Tecumseh
Craftsman Tecumseh Craftsman Tecumseh
143.995504
143.995506
143.995508
143.996000
143.996002
143.996004
143.996006
143.996008
143.996010
143.996012
143.996200
143.996502
143.996504
143.996506
143.996508
143.996510
143.996512
143.996514
143.996516
143.996516
143.996518
143.996520
143.996522
143.994504
143.994506
143.994508
143.994510
143.995000
143.995001
143.995002
143.995003
143.995004
143.995005
143.995006
143.995008
143.995012
143.995014
143.995500
143.995502
143.994000
143.994001
143.994002
143.994004
143.994006
143.994008
143.994010
143.994012
143.994014
143.994016
143.994018
143.994020
143.994022
143.994024
143.994500
143.994502
143.988503
143.989001
143.989003
143.989005
143.989007
143.991001
143.991002
143.991004
143.991101
143.991103
143.993001
143.993500
143.993501
143.993502
143.993503
143.993504
143.993506
143.993508
143.993510
143.993512
143.993514
143.993800
143.993802
143.986004
143.986006
143.986010
143.986250
143.986252
143.986500
143.986502
143.986504
143.986506
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143.986512
143.986514
143.988000
143.988001
143.988003
143.988005
143.985007
143.985008
143.985010
143.985012
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143.985018
143.985500
143.985502
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143.985506
143.985508
143.985510
143.985512
143.986000
143.986002
143.984012
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143.984018
143.984020
143.984022
143.984024
143.984026
143.984028
143.984030
143.984500
143.984502
143.984504
143.984506
143.984508
143.984510
143.984512
143.984514
143.985000
143.985002
143.985003
143.985004
143.985006
143.983500
143.983501
143.983502
143.983504
143.983506
143.983508
143.983510
143.983800
143.983804
143.983806
143.984000
143.984001
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143.978001
143.978003
143.978005
143.978007
143.978501
143.979001
143.979003
143.979005
143.979009
143.979011
143.981000
143.981001
143.981002
143.981003
143.981005
143.981007
HM85-155851A
HM90-156004D
HM90-156005D
HM90-156007D
HM90-156008D
HM100-159411P
TVM220-157275G
TVM220-157277G
HMSK110-159951A
HMSK110-159959A
H30-35512Y
LEV100-335018C
H35-45754Y
LEV100-335010C
H35-45756Z
LEV100-335020C
LEV100-335011C
TVS90-43746R
LEV80-333003A
LEV100-335023C
LEV115-350144D
LEV100-338012C
TVS90-46111F
HSSK50-67374S
LEV115-350072C
TVS115-61085E
LEV115-350090C
TVS115-61083E
LEV115-350119C
LEV120-361038A
LEV115-355008C
LEV115-355007C
TVS115-62116C
TVS115-62117C
TVS115-62118C
LEV115-355012C
LEV115-355014C
LEV115-360014B
LEV115-360012B
LEV115-360013B
LEV115-360015B
TVS120-66011B
LEV115-360008B
LEV120-361019A
LEV120-361012A
LEV120-361013A
LEV120-361021A
TVS120-66104B
TVS120-66105B
LEV120-361031A
LEV120-361037A
TVM195-150287G
HM80-155587S
HMSK80-155614V
HM80-155424S
LEV100-340014B
LEV100-340015B
LEV100-340016B
LEV100-340017B
LEV100-340021B
LEV100-340022B
LEV100-340024B
LEV100-340026B
LEV100-340027B
LEV100-340028B
LEV100-345003B
LEV100-345002B
LEV100-345006B
TVS115-57057F
LEV100-345009B
LEV100-345010B
LEV100-345011B
LEV100-345012B
LEV115-350060C
LEV115-350073C
HSSK50-67338S
LEV115-350070C
LEV115-350071C
LEV100-335009B
H35-45661Z
LEV100-335010B
LEV100-335011B
TVS90-43746P
LEV100-335015B
LEV100-335018B
LEV100-338007B
LEV100-338012B
TVS90-46111E
LEV115-350056C
H40-55701A
LEV115-350057C
LEV115-350058C
LEV115-350059C
LEV100-340012B
HMSK80-155478U
HMSK80-155580U
HM80-155587R
HM80-155424R
HMSK85-155901A
HMSK90-156518C
HM90-156004C
HM90-156005C
HM90-156007C
HM90-156008C
TVM220-157215G
HMSK100-159365W
TVM220-157272G
HM100-159135P
HM100-159374P
HM100-159388P
143.996524
143.998000
143.998001
143.998003
143.998501
143.998503
143.999001
143.999003
143.999005
143.999007
143.999009
143.999011
LEV120-361054B
TVM195-150289G
HM80-155658S
HM80-155680S
HMSK85-155903A
HM80-155852A
HMSK90-156522D
HM90-156017D
HMSK90-156525D
HMSK90-156529D
HM90-156018D
HM90-156019D
LEV115-355007D
LEV115-355014D
TVS115-62122D
LEV115-360012C
LEV115-360015C
LEV115-360021C
TVS120-66018C
TVS120-66011C
LEV115-360024C
LEV115-360025C
LEV115-360028C
LEV120-361012B
LEV120-361013B
LEV120-361041B
LEV120-361042B
LEV120-361044B
LEV120-361045B
LEV120-361037B
LEV120-361047B
LEV120-361047B
TVS120-66104C
TVS120-66105C
TVS120-66107C
LEV100-345006C
TVS115-57064G
LEV100-345014C
LEV120-361053B
LEV115-350114D
HSSK50-67392S
LEV115-350090D
HSSK50-67396S
LEV120-361046B
HSSK50-67398S
LEV115-350121D
LEV115-350060D
LEV115-350070D
LEV115-350128D
LEV115-355008D
LEV115-355016D
LEV100-340026C
H40-55703A
LEV100-340029C
LEV100-340030C
LEV100-340031C
LEV100-340021C
LEV100-340016C
LEV100-340017C
LEV100-340032C
LEV100-340033C
LEV100-340015C
LEV115-350129D
LEV100-340037C
LEV100-340024C
LEV100-345013C
LEV100-345012C
EN www.mymowerparts.com
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