4-CYCLE L-HEAD ENGINES

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4-CYCLE L-HEAD ENGINES | Manualzz

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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

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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

SNOW KING ENGINES www.mymowerparts.com

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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).

(continued on top of next page)

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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

FLYWHEEL www.mymowerparts.com

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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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14

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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

BALL

BEARING

BEARING

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PULLER

58

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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 .

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C y .l

C o v e r

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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 )

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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

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1

2

1

1

7

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1

1

2

0

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( D ri e c t o u t o n

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(

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ri e

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C y il n d e r )

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( 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

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C a r b .

t o C y

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1

9

3

4

9

1

0

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5

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0

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7

8

0

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4 7 5

5 5 0

6 3 0

1 4

1 7 .

5

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1

3

5

9

7

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4

4

2

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0

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4

3

4

8

9

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6

7

0

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1

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5

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1

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5

9

1

1

5 1

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7

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1

5

4

5

1

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.

8

3

4

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5

5

5

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X

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X X X

X X X

X X X

X X X

X X X

X

X

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X

X

X

X

X

X

X

X

X

X X

X X

X X X X

X

X

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X X X X

X X X X

X

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X

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X X X X

X X

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X

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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

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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

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M a b o u n s ) it n g

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( H T L ) e r M o u n it n g

7

8

2

7 .

.

5

5 7 .

6

5 1

8

0

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X

X X X

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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

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0

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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

.

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.

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.

.

2 8 0 7

2 8 1 7

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.

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.

.

8 6 1 0

8 6 1 5

.

.

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.

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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

.

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.

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.

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

.

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.

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.

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.

1 0 9

.

1 7 8

.

4 3 2

2 2 .

2 3 8

2 2 .

2 5 0

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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

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6 3 7

1 2 .

6 4 9

.

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.

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.

1 0 2

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.

1 7 8

.

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2 2 .

2 3 8

2 2 .

2 5 0

2 2 .

2 3 8

2 2 .

2 5 0

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8 4 4

2 .

5 0 0 0

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5 0 1 0

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.

4 9 9 9

.

5 0 0 5

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.

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2 .

4 9 5 2

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4 9 6 0

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.

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.

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4 9 5 2

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.

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.

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.

.

2 8 0 7

2 8 1 7

.

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.

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.

.

8 6 1 0

8 6 1 5

.

.

8 7 3 5

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.

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.

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.

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.

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.

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.

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.

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.

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.

.

8 7 5 5

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.

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.

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

.

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.

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.

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.

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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.

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.

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.

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6

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4 0 0

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.

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7 1 2

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6 3 7

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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

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U .

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D i a n n e c m e t e t i r n g R o d

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.

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

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97 www.mymowerparts.com

For Discount Tecumseh Engine Parts Call 606-678-9623 or 606-561-4983

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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.

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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

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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

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6 1 0

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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

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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.

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* 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

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143.686092

143.686102

143.686122

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143.686132

143.686132

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143.667082

143.675012

143.675022

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143.676062

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143.676102

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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

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143.716072

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143.716092

143.716102

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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

143.974004

143.974006

143.974008

143.974010

143.966012

143.968000

143.968001

143.968003

143.968005

143.969001

143.969003

143.969005

143.969007

143.971000

143.971001

143.971002

143.971003

143.971004

143.971005

143.971007

143.965012

143.965014

143.965016

143.965018

143.965020

143.965022

143.965024

143.965502

143.965504

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

143.986508

143.986512

143.986514

143.988000

143.988001

143.988003

143.988005

143.985007

143.985008

143.985010

143.985012

143.985014

143.985016

143.985018

143.985500

143.985502

143.985504

143.985506

143.985508

143.985510

143.985512

143.986000

143.986002

143.984012

143.984014

143.984016

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

143.984002

143.984004

143.984006

143.984008

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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