Kohler Command PRO ECV980 Service manual

ECV940 & ECV980

Service Manual

IMPORTANT: Read all safety precautions and instructions carefully before operating equipment. Refer to operating instruction of equipment that this engine powers.

Ensure engine is stopped and level before performing any maintenance or service.

2 Safety

3 Maintenance

5 Specifi cations

13 Tools and Aids

16 Troubleshooting

20 Air Cleaner/Intake

21 Electronic Fuel Injection (EFI) System

45 Governor System

55 Lubrication System

57 Electrical System

62 Starter System

66 Disassembly/Inspection and Service

83 Reassembly

62 690 05 Rev. -KohlerEngines.com

1

Safety

SAFETY PRECAUTIONS

WARNING: A hazard that could result in death, serious injury, or substantial property damage.

CAUTION: A hazard that could result in minor personal injury or property damage.

NOTE: is used to notify people of important installation, operation, or maintenance information.

WARNING

Explosive Fuel can cause fi res and severe burns.

Do not fi ll fuel tank while engine is hot or running.

Gasoline is extremely fl ammable and its vapors can explode if ignited. Store gasoline only in approved containers, in well ventilated, unoccupied buildings, away from sparks or fl ames.

Spilled fuel could ignite if it comes in contact with hot parts or sparks from ignition. Never use gasoline as a cleaning agent.

WARNING

Rotating Parts can cause severe injury.

Stay away while engine is in operation.

Keep hands, feet, hair, and clothing away from all moving parts to prevent injury. Never operate engine with covers, shrouds, or guards removed.

WARNING

Accidental Starts can cause severe injury or death.

Disconnect and ground spark plug lead(s) before servicing.

Before working on engine or equipment, disable engine as follows: 1) Disconnect spark plug lead(s). 2) Disconnect negative (–) battery cable from battery.

WARNING

Hot Parts can cause severe burns.

Do not touch engine while operating or just after stopping.

Never operate engine with heat shields or guards removed.

CAUTION

Damaging Crankshaft and Flywheel can cause personal injury.

Using improper procedures can lead to broken fragments. Broken fragments could be thrown from engine. Always observe and use precautions and procedures when installing fl ywheel.

CAUTION

Failure to utilize or reassemble debris screen as designed could result in debris screen failure and serious personal injury.

WARNING

Carbon Monoxide can cause severe nausea, fainting or death.

Avoid inhaling exhaust fumes.

Engine exhaust gases contain poisonous carbon monoxide.

Carbon monoxide is odorless, colorless, and can cause death if inhaled.

WARNING

Cleaning Solvents can cause severe injury or death.

Use only in well ventilated areas away from ignition sources.

Carburetor cleaners and solvents are extremely fl ammable. Follow cleaner manufacturer’s warnings and instructions on its proper and safe use. Never use gasoline as a cleaning agent.

WARNING

High Pressure Fluids can puncture skin and cause severe injury or death.

Do not work on fuel system without proper training or safety equipment.

Fluid puncture injuries are highly toxic and hazardous. If an injury occurs, seek immediate medical attention.

CAUTION

Electrical Shock can cause injury.

Do not touch wires while engine is running.

WARNING


Fuel system ALWAYS remains under HIGH

PRESSURE.

Wrap a shop towel completely around fuel pump module connector. Press release button(s) and slowly pull connector away from fuel pump module allowing shop towel to absorb any residual fuel in high pressure fuel line. Any spilled fuel must be completely wiped up immediately.

2 KohlerEngines.com

62 690 05 Rev. --

Maintenance

MAINTENANCE INSTRUCTIONS

WARNING




Normal maintenance, replacement or repair of emission control devices and systems may be performed by any repair establishment or individual; however, warranty repairs must be performed by a Kohler authorized dealer.

MAINTENANCE SCHEDULE

Every 100 Hours or Annually¹

● Change oil. Oil fi lter is recommended.

● Remove cooling shrouds and clean cooling areas.

Every 150 Hours¹

● Check air cleaner element.

● Replace unique Electronic Fuel Injection (EFI) fuel fi lter.

● Check oil cooler fi ns, clean as necessary.

Every 200 Hours

● Change oil fi lter.

Every 300 Hours

● Replace air cleaner element and check inner element.

Every 600 Hours

● Replace air cleaner inner element.

● Replace spark plugs and set gap.

1

Perform these procedures more frequently under severe, dusty, dirty conditions.

Lubrication System

Air Cleaner/Intake

Air Cleaner/Intake

Lubrication System

Lubrication System

Air Cleaner/Intake

Air Cleaner/Intake

Electrical System

REPAIRS/SERVICE PARTS

Kohler genuine service parts can be purchased from Kohler authorized dealers. To fi nd a local Kohler authorized dealer visit KohlerEngines.com or call 1-800-544-2444 (U.S. and Canada).


3

Maintenance

OIL RECOMMENDATIONS

We recommend use of Kohler oils for best performance.

Other high-quality detergent oils (including synthetic) of API (American Petroleum Institute) service class SJ or higher are acceptable. Select viscosity based on air temperature at time of operation as shown in table below.

20W-50

10W-30

SAE 30

5W-30

°F -20

°C -30 -20

0

-10

20 32 40

0

FUEL RECOMMENDATIONS

50

10

60

20

75 80

30

100

40

WARNING



Gasoline is extremely fl ammable and its vapors can explode if ignited. Store gasoline only in approved containers, in well ventilated, unoccupied buildings, away from sparks or fl ames. Spilled fuel could ignite if it comes in contact with hot parts or sparks from ignition. Never use gasoline as a cleaning agent.

NOTE: E15, E20 and E85 are NOT approved and should NOT be used; effects of old, stale or contaminated fuel are not warrantable.

Fuel must meet these requirements:

● Clean, fresh, unleaded gasoline.

● Octane rating of 87 (R+M)/2 or higher.

● Research Octane Number (RON) 90 octane minimum.

● Gasoline up to 10% ethyl alcohol, 90% unleaded is acceptable.

● Methyl Tertiary Butyl Ether (MTBE) and unleaded gasoline blend (max 15% MTBE by volume) are approved.

● Do not add oil to gasoline.

● Do not overfi ll fuel tank.

● Do not use gasoline older than 30 days.

STORAGE

If engine will be out of service for 2 months or more follow procedure below.

1. Add Kohler PRO Series fuel treatment or equivalent to fuel tank. Run engine 2-3 minutes to get stabilized fuel into fuel system (failures due to untreated fuel are not warrantable).

2. Change oil while engine is still warm from operation.

Remove spark plug(s) and pour about 1 oz. of engine oil into cylinder(s). Replace spark plug(s) and crank engine slowly to distribute oil.

3. Disconnect negative (-) battery cable.

4. Store engine in a clean, dry place.

4

KohlerEngines.com

62 690 05 Rev. --

Engine Dimensions

484.61

[19.08]

152.50

[6.00]

Specifi cations

Dimensions in millimeters.

Inch equivalents shown in [ ].

22.50

[0.89]

FLYWHEEL SIDE

124.23 [4.89]

45˚

35˚

89.75

[3.53]

OIL

FILTER

428.07

[16.85]

MOUNTING

HOLE “A”

325.25

[12.81]

20.01

[0.79]

30.00

[1.18]

45.00 [1.77]

406.25

[15.99]

62.70 [2.47]

OIL FILL &

DIPSTICK

MOUNTING

HOLE “A”

35˚

55˚

89.80

[3.54]

50.00 [1.97]

403.69

[15.89]

168.71 [6.64]

SPARK PLUG

ENGINE MOUNTING

SURFACE

STARTER SIDE

680.87

[26.81]

45˚

M8x1.25

4 STUD

45˚

2x Ø 35.00 [1.38]

60.00 [2.36]

275.20

[10.83]

84.06 [3.31]

120.45

[4.74]

89.80

[3.54]

60.00 [2.36]

MOUNTING HOLE “A”

45˚

89.80

[3.54]

45˚

55˚

Ø 254.00 [10.00]

93.59 [3.68]

EXHAUST PORT #1

M8x1.25-6H

25.0 [0.98] DEEP

7 HOLES

18.00 [0.71]

MOUNTING

HOLE “A”

OIL DRAIN PLUG

1/2 NPT INCH

49.80

[1.96]

ENGINE MOUNTING SURFACE ( PTO END)

70.59 [2.78]

EXHAUST PORT #2

OIL

PRESSURE

SWITCH

ENGINE MOUNTING SURFACE

VALVE COVER SIDE


5

Specifi cations

ENGINE IDENTIFICATION NUMBERS

Kohler engine identifi cation numbers (model, specifi cation and serial) should be referenced for effi cient repair, ordering correct parts, and engine replacement.

Model . . . . . . . . . . . . . . . . . . . . . ECV940

EFI Command Engine

Vertical Shaft

Numerical Designation

Specifi cation . . . . . . . . . . . . . . . ECV940-0001

Serial . . . . . . . . . . . . . . . . . . . . . 4323500328

Year Manufactured Code Factory Code

Year

2013

GENERAL SPECIFICATIONS

3,6

Bore

Stroke

Displacement

Oil Capacity (refi ll)

Maximum Angle of Operation (@ full oil level) 4

TORQUE SPECIFICATIONS

3,5

Blower Housing and Sheet Metal

M6 Screw

New, Untapped Hole (casting)

Used, Tapped Hole (casting)

New, Extruded Hole (sheet metal)

Used, Extruded Hole (sheet metal)

Mounting Clip (valley baffl e)

Intake Manifold and Air Cleaner

Intake Manifold Mounting Fastener (torque in 2 increments)

Air Cleaner Elbow to Throttle Body Mounting Nut

Air Cleaner Bracket Mounting Screw (into intake manifold)

GCU Bracket to Intake Manifold & Air Cleaner Bracket

Ground Lead to Air Cleaner Bracket

Fuel Injector Cap Fastener

Manifold Absolute Pressure (MAP) Sensor Fastener

Connecting Rod

Cap Fastener (torque in increments)

ECV940

90 mm (3.54 in.)

ECV980

78.5 mm (3.1 in.)

999 cc (61 cu. in.)

2.9 L (3.1 U.S. qt.)

25°

ECV940 ECV980

10.7 N·m (95 in. lb.)

7.3 N·m (65 in. lb.)

2.5 N·m (22 in. lb.)

2.0 N·m (18 in. lb.)

2.5 N·m (22 in. lb.) fi rst to 16.9 N·m (150 in. lb.) fi nally to 22.6 N·m (200 in. lb.)

7.9 N·m (70 in. lb.)

11.3 N·m (100 in. lb.)

11.3 N·m (100 in. lb.)

5.6 N·m (50 in. lb.)

7.3 N·m (65 in. lb.)

7.3 N·m (65 in. lb.)

11.6 N·m (103 in. lb.)

3 Values are in Metric units. Values in parentheses are English equivalents.

4

Exceeding maximum angle of operation may cause engine damage from insuffi cient lubrication.

5 Lubricate threads with engine oil prior to assembly.

6

Any and all horsepower (hp) references by Kohler are Certifi ed Power Ratings and per SAE J1940 & J1995 hp standards. Details on Certifi ed Power Ratings can be found at KohlerEngines.com.

6 KohlerEngines.com

62 690 05 Rev. --


3,5

Crankcase

Breather Cover Fastener

Oil Drain Plug

Oil Temperature Sensor

Dipstick Tube Screw

Cylinder Head

Fastener (torque in 2 increments)

Bolt

Pipe Plug 3/4 in.

Rocker Arm Stud (AVT)

Rocker Arm Screw (Non-AVT)

Setscrew, AVT pivot locking

Debris Screen

Hex Stud

Mounting Screw - Hex Flange Screw

Mounting Screw - Button Head Cap Screw

Flywheel

Fan Fastener

Retaining Screw

Fuel Pump

Module Baffl e to Crankcase Fastener

Module to Baffl e Fastener

Pulse Pump Screw (to blower housing)

Governor (Electronic)

Governor Control Unit (GCU) to GCU Bracket

Digital Linear Actuator (DLA) Bracket to GCU Bracket

DLA to DLA Bracket Screw

Governor (Mechanical)

Lever Nut

Yoke Mounting Screw

Ignition

Spark Plug

Coil Fastener

Crankshaft Position Sensor Screw

Crankshaft Position Sensor Bracket Screw

Electronic Control Unit (ECU) to Bracket Screw

Rectifi er-Regulator Fastener

Lifter Feed Chamber Cover

Screw

3

Values are in Metric units. Values in parentheses are English equivalents.

5 Lubricate threads with engine oil prior to assembly.


Specifi cations

ECV980 ECV940

12.4 N·m (110 in. lb.)

21.4 N·m (16 ft. lb.)

7.3 N·m (65 in. lb.)

7.7 N·m (68 in. lb.) fi rst to 23.7 N·m (210 in. lb.) fi nally to 46.9 N·m (415 in. lb.)

28.5 N·m (252 in. lb.)

11.3 N·m (100 in. lb.)

15.5 N·m (137 in. lb.)

7.7 N·m (69 in. lb.)

21.5 N·m (190 in. lb.)

20.3 N·m (180 in. lb.)

9.9 N·m (88 in. lb.)

10.4 N·m (92 in. lb.)

69.8 N·m (51 ft. lb.)

11.9 N·m (105 in. lb.)

9.2 N·m (81 in. lb.)

2.8 N·m (25 in. lb.)

2.1 N·m (19 in. lb.)

10.2 N·m (90 in. lb.)

7.3 N·m (65 in. lb.)

7.1 N·m (63 in. lb.)

2.2 N·m (20 in. lb.)

27 N·m (20 ft. lb.)

5.1 N·m (45 in. lb.)

11.3 N·m (100 in. lb.)

9.7 N·m (86 in. lb.)

6.2 N·m (55 in. lb.)

2.5 N·m (22 in. lb.)

6.6 N·m (58 in. lb.)

7

Specifi cations


3,5

Muffl er

Retaining Nut

Screw, intermittent bracket (into weld nut)

M6 Screw

M8 Screw

Oil Cooler

Mounting Screw

Oil Filter Adapter/Housing

Mounting Screw

Oil Filter Nipple

Oil Pan

Fastener

Oil Temperature Sensor

Oil Temperature Sensor Reducer Bushing

Oil Temperature Sensor Nut

Oil Pickup Screen

Mounting Screw

Oil Pump

Mounting Screw

Oil Sentry

TM

Pressure Switch

Solenoid (starter)

Mounting Hardware

Nut, Positive (+) Brush Lead

Starter Assembly

Thru Bolt

Mounting Screw

Brush Holder Mounting Screw

Stator

Mounting Screw

Throttle Control Bracket

Fastener

Valve Cover

Fastener

3


5

Lubricate threads with engine oil prior to assembly.

8 KohlerEngines.com

ECV940 ECV980

24.4 N·m (216 in. lb.)

13.6 N·m (120 in. lb.)

9.9 N·m (88 in. lb.)

24.4 N·m (216 in. lb.)

2.3 N·m (21 in. lb.)

23.7 N·m (210 in. lb.)

17.8 N·m (158 in. lb.)

25.6 N·m (227 in. lb.)

13.6 N·m (120 in. lb.)

17.6 N·m (156 in. lb.)

2.3 N·m (20 in. lb.)

11.3 N·m (100 in. lb.) into a new hole

7.7 N·m (68 in. lb.) into a used hole

9.9 N·m (88 in. lb.)

10.7 N·m (95 in. lb.)

4.0-6.0 N·m (35-53 in. lb.)

8.0-11.0 N·m (71-97 in. lb.)

5.6-9.0 N·m (49-79 in. lb.)

16 N·m (142 in. lb.)

2.5-3.3 N·m (22-29 in. lb.)

9.3 N·m (82 in. lb.)

9.9 N·m (88 in. lb.)

13.6 N·m (120 in. lb.)

62 690 05 Rev. --

Specifi cations

CLEARANCE SPECIFICATIONS

3

Camshaft

End Play

Running Clearance

Bore I.D.

New

Max. Wear Limit

Bearing Surface O.D.

New

Max. Wear Limit

Cam Lobe Profi le (minimum dimension, measured from base circle to top of lobe)

Exhaust

Intake

Connecting Rod

Crankpin End I.D. @ 70°F

New

Max. Wear Limit

Connecting Rod-to-Crankpin Running Clearance

New

Max. Wear Limit

Connecting Rod-to-Crankpin Side Clearance

Connecting Rod-to-Piston Pin Running Clearance

Piston Pin End I.D. @ 70°F

New

Max. Wear Limit

Crankcase

Governor Cross Shaft Bore I.D. (Mechanical Governor)

New

Max. Wear Limit

Crankshaft

End Play (free)

Bore (in crankcase)

New

Crankshaft Bore (in crankcase)-to-Crankshaft Running Clearance

New

Bore (in oil pan)

New, Without Bearing

Crankshaft to Sleeve Bearing (in oil pan) Running Clearance

New

Oil Pan End Main Bearing Journal

O.D. - New

O.D. - Max. Wear Limit

Taper

Max.

Connecting Rod Journal

O.D. - New


Max.

Max.

Width

Out-of-Round

ECV940 ECV980

0.3/1.3 mm (0.011/0.051 in.)

0.025/0.063 mm (0.0010/0.0025 in.)

20.000/20.025 mm (0.7874/0.7884 in.)

20.038 mm (0.7889 in.)

19.962/19.975 mm (0.7859/0.7864 in.)

19.959 mm (0.7858 in.)

35 mm (1.3779 in.)

34.1 mm (1.3425 in.) 35 mm (1.3779 in.)

44.030/44.037 mm (1.7334/1.7337 in.)

0.070 mm (0.0028 in.)

0.030/0.055 mm (0.0012/0.0022 in.)

0.070 mm (0.0028 in.)

0.30/0.59 mm (0.0118/0.0232 in.)

0.015/0.028 mm (0.0006/0.0011 in.)

19.015/19.023 mm (0.7486/0.7489 in.)

19.036 mm (0.7494 in.)

8.025/8.050 mm (0.3159/0.3169 in.)

8.088 mm (0.3184 in.)

0.30/1.50 mm (0.011/0.059 in.)

45.043/45.068 mm (1.7733/1.7743 in.)

0.043/0.090 mm (0.0017/0.0035 in.)

50.025/50.00 mm (1.9694/1.9685 in.)

0.040/0.167 mm (0.0015/0.0065 in.)

44.978/45.00 mm (1.770/1.771 in.)

44.90 mm (1.767 in.)

0.022 mm (0.0009 in.)

0.025 mm (0.0010 in.)

43.982/44.000 mm (1.731/1.732 in.)

43.97 mm (1.731 in.)

0.018 mm (0.0007 in.)

0.025 mm (0.0010 in.)

53.00/53.09 mm (2.0866/2.0901 in.)

3



9

Specifi cations


3

Crankshaft Continued

T.I.R.

PTO End, Crank in Engine

Entire Crank, in V-Blocks

Flywheel End Main Bearing Journal

O.D. - New


Taper

Max.

Crankshaft Bearing (PTO)

(installed)

Max. Wear Limit

Cylinder Bore

I.D.

New

Max. Wear Limit

Taper

Max.

Cylinder Head

Max. Out-of-Flatness

Governor (Mechanical)

Governor Cross Shaft-to-Crankcase Running Clearance

Cross Shaft O.D.

New

Max. Wear Limit

Governor Gear Shaft-to-Governor Gear Running Clearance

Gear Shaft O.D.

New

Max. Wear Limit

Ignition

Spark Plug Gap

Module Air Gap

Piston, Piston Rings, and Piston Pin

Piston-to-Piston Pin Running Clearance

Pin Bore I.D.

New

Max. Wear Limit

Pin O.D.

New

Max. Wear Limit

Top Compression Ring-to-Groove Side Clearance

Middle Compression Ring-to-Groove Side Clearance

Oil Control Ring-to-Groove Side Clearance

Top and Center Compression Ring End Gap

New

Used Bore (max.)

3


10 KohlerEngines.com

ECV940 ECV980

0.279 mm (0.0110 in.)

0.10 mm (0.0039 in.)

44.978/45.00 mm (1.770/1.771 in.)

44.90 mm (1.767 in.)

0.022 mm (0.0009 in.)

0.025 mm (0.0010 in.)

45.040/45.145 mm (1.773.1.777 in.)

45.158 mm

90.000/90.025 mm (3.543/3.544 in.)

90.075 mm (3.546 in.)

0.013 mm (0.00051 in.)

0.013 mm (0.00051 in.)

0.076 mm (0.003 in.)

0.025/0.087 mm (0.0009/0.0034 in.)

7.963/8.000 mm (0.3135/.3149 in.)

7.936 mm (0.3124 in.)

0.070/0.160 mm (0.0027/0.0063 in.)

5.990/6.000 mm (0.2358/0.2362 in.)

5.977 mm (0.2353 in.)

0.76 mm (0.030 in.)

0.28/0.33 mm (0.011/0.013 in.)

0.006/0.018 mm (0.0002/0.0007 in.)

19.006/17.013 mm (0.7482/0.7485 in.)

19.025 mm (0.7490 in.)

18.995/19.000 mm (0.7478/0.7480 in.)

18.994 mm (0.7478 in.)

0.04/0.08 mm (0.0015/0.0031 in.)

0.04/0.08 mm (0.0015/0.0031 in.)

0.03/0.19 mm (0.0011/0.0074 in.)

0.30/0.55 mm (0.011/0.021 in.)

0.94 mm (0.037 in.)

62 690 05 Rev. --


3

Piston, Piston Rings, and Piston Pin Continued

Thrust Face O.D.

7

New

Max. Wear Limit

Piston Thrust Face-to-Cylinder Bore 7

New

Running Clearance

Valves and Valve Lifters

Hydraulic Valve Lifter to Crankcase Running Clearance

Intake Valve Stem-to-Valve Guide Running Clearance

Exhaust Valve Stem-to-Valve Guide Running Clearance

Intake Valve Guide I.D.

New

Max. Wear Limit

Exhaust Valve Guide I.D.

New

Max. Wear Limit

Guide Reamer Size

Standard

0.25 mm O.S.

Nominal Valve Face Angle

Specifi cations

ECV980 ECV940

89.953/89.967 mm (3.5414/3.5420 in.)

89.925 mm (3.540 in.)

0.033/0.071 mm (0.0013/0.0028 in.)

0.012/0.050 mm (0.0004/0.0019 in.)

0.038/0.076 mm (0.0015/0.0030 in.)

0.050/0.088 mm (0.0020/0.0035 in.)

7.038/7.058 mm (0.2771/0.2779 in.)

7.135 mm (0.2809 in.)

7.038/7.058 mm (0.2771/0.2779 in.)

7.159 mm (0.2819 in.)

7.048 mm (0.2775 in.)

7.298 mm (0.2873 in.)

45°

3


7

Measure 11 mm (0.4331 in.) above bottom of piston skirt at right angles to piston pin.


11

Specifi cations

GENERAL TORQUE VALUES

English Fastener Torque Recommendations for Standard Applications

Bolts, Screws, Nuts and Fasteners Assembled Into Cast Iron or Steel

Grade 2 or 5 Fasteners

Into Aluminum

Size Grade 2

Tightening Torque: N·m (in. lb.) ± 20%

8-32

10-24

10-32

1/4-20

2.3 (20)

3.6 (32)

3.6 (32)

7.9 (70)

1/4-28

5/16-18

5/16-24

3/8-16

3/8-24

9.6 (85)

17.0 (150)

18.7 (165)

29.4 (260)

33.9 (300)

Tightening Torque: N·m (ft. lb.) ± 20%

5/16-24 —

3/8-16

3/8-24

7/16-14

—

—

47.5 (35)

7/16-20

1/2-13

1/2-20

9/16-12

9/16-18

5/8-11

5/8-18

3/4-10

3/4-16

61.0 (45)

67.8 (50)

94.9 (70)

101.7 (75)

135.6 (100)

149.5 (110)

189.8 (140)

199.3 (147)

271.2 (200)

Grade 5

2.8 (25)

4.5 (40)

4.5 (40)

13.0 (115)

15.8 (140)

28.3 (250)

30.5 (270)

—

—

—

47.5 (35)

54.2 (40)

74.6 (55)

101.7 (75)

108.5 (80)

142.4 (105)

169.5 (125)

223.7 (165)

244.1 (180)

311.9 (230)

332.2 (245)

440.7 (325)

Grade 8

—

—

—

18.7 (165)

22.6 (200)

39.6 (350)

—

Metric Fastener Torque Recommendations for Standard Applications

Property Class

Size

4.8

5.8

8.8

10.9

Tightening Torque: N·m (in. lb.) ± 10%

M4 1.2 (11) 1.7 (15)

M5

M6

M8

2.5 (22)

4.3 (38)

10.5 (93)

3.2 (28)

5.7 (50)

13.6 (120)

2.9 (26)

5.8 (51)

9.9 (88)

24.4 (216)

4.1 (36)

8.1 (72)

14.0 (124)

33.9 (300)

Tightening Torque: N·m (ft. lb.) ± 10%

M10 21.7 (16) 27.1 (20)

M12

M14

36.6 (27)

58.3 (43)

47.5 (35)

76.4 (56)

47.5 (35)

82.7 (61)

131.5 (97)

66.4 (49)

116.6 (86)

184.4 (136)

—

—

40.7 (30)

67.8 (50)

81.4 (60)

108.5 (80)

142.5 (105)

155.9 (115)

223.7 (165)

237.3 (175)

311.9 (230)

352.6 (260)

447.5 (330)

474.6 (350)

637.3 (470)

12.9

5.0 (44)

9.7 (86)

16.5 (146)

40.7 (360)

81.4 (60)

139.7 (103)

219.7 (162)

2.3 (20)

3.6 (32)

—

7.9 (70)

—

17.0 (150)

—

—

—

33.9 (25)

61.0 (45)

94.9 (70)

—

—

—

—

—

—

—

—

—

—

—

—

—

Noncritical

Fasteners

Into Aluminum

2.0 (18)

4.0 (35)

6.8 (60)

17.0 (150)

12

Torque Conversions

N·m = in. lb. x 0.113

in. lb. = N·m x 8.85

N·m = ft. lb. x 1.356

ft. lb. = N·m x 0.737

KohlerEngines.com

62 690 05 Rev. --

Tools and Aids

Certain quality tools are designed to help you perform specifi c disassembly, repair, and reassembly procedures. By using these tools, you can properly service engines easier, faster, and safer! In addition, you’ll increase your service capabilities and customer satisfaction by decreasing engine downtime.

Here is a list of tools and their source.

SEPARATE TOOL SUPPLIERS

Kohler Tools

Contact your local Kohler source of supply.

SE Tools

415 Howard St.

Lapeer, MI 48446

Phone 810-664-2981

Toll Free 800-664-2981

Fax 810-664-8181

Design Technology Inc.

768 Burr Oak Drive

Westmont, IL 60559

Phone 630-920-1300

Fax 630-920-0011

TOOLS

Description

Alcohol Content Tester

For testing alcohol content (%) in reformulated/oxygenated fuels.

Camshaft Endplay Plate

For checking camshaft endplay.

Camshaft Seal Protector (Aegis)

For protecting seal during camshaft installation.

Cylinder Leakdown Tester

For checking combustion retention and if cylinder, piston, rings, or valves are worn.

Individual component available:

Adapter 12 mm x 14 mm (Required for leakdown test on XT-6 engines)

Dealer Tool Kit (Domestic)

Complete kit of Kohler required tools.

Components of 25 761 39-S

Ignition System Tester

Cylinder Leakdown Tester

Oil Pressure Test Kit

Rectifi er-Regulator Tester (120 V AC/60Hz)

Dealer Tool Kit (International)

Complete kit of Kohler required tools.


Ignition System Tester

Cylinder Leakdown Tester

Oil Pressure Test Kit

Rectifi er-Regulator Tester (240 V AC/50Hz)

Digital Vacuum/Pressure Tester

For checking crankcase vacuum.


Rubber Adapter Plug

Electronic Fuel Injection (EFI) Diagnostic Software

For Laptop or Desktop PC.

EFI Service Kit

For troubleshooting and setting up an EFI engine.


Fuel Pressure Tester

Noid Light

90° Adapter

In-line "T" Fitting

Code Plug, Red Wire

Code Plug, Blue Wire

Shrader Valve Adapter Hose

Flywheel Holding Tool (CS)

For holding fl ywheel of CS series engines.

Flywheel Puller

For properly removing fl ywheel from engine.

Flywheel Strap Wrench

For holding fl ywheel during removal.

Source/Part No.

Kohler 25 455 11-S

SE Tools KLR-82405

SE Tools KLR-82417

Kohler 25 761 05-S


DTI-731-03

Kohler 25 761 39-S

Kohler 25 455 01-S

Kohler 25 761 05-S

Kohler 25 761 06-S

Kohler 25 761 20-S

Kohler 25 761 42-S

Kohler 25 455 01-S

Kohler 25 761 05-S

Kohler 25 761 06-S

Kohler 25 761 41-S


DTI-721-01


DTI-721-10

Kohler 25 761 23-S

Kohler 24 761 01-S


DTI-019

DTI-021

DTI-023

DTI-035

DTI-027

DTI-029

DTI-037

SE Tools KLR-82407

SE Tools KLR-82408

SE Tools KLR-82409


13

Tools and Aids

TOOLS

Description

Hydraulic Valve Lifter Tool

For removing and installing hydraulic lifters.

Ignition System Tester

For testing output on all systems, including CD.

Inductive Tachometer (Digital)

For checking operating speed (RPM) of an engine.

Offset Wrench (K and M Series)

For removing and reinstalling cylinder barrel retaining nuts.

Oil Pressure Test Kit

For testing/verifying oil pressure on pressure lubricated engines.

Radiator Tester

For pressure testing radiator and cap on Aegis liquid-cooled engines.

Rectifi er-Regulator Tester (120 volt current)

Rectifi er-Regulator Tester (240 volt current)

For testing rectifi er-regulators.

Components of 25 761 20-S and 25 761 41-S

CS-PRO Regulator Test Harness

Special Regulator Test Harness with Diode

Spark Advance Module (SAM) Tester

For testing SAM (ASAM and DSAM) on engines with SMART-SPARK

™

.

Starter Servicing Kit (All Starters)

For removing and reinstalling drive retaining rings and brushes.


Starter Brush Holding Tool (Solenoid Shift)

Triad/OHC Timing Tool Set

For holding cam gears and crankshaft in timed position while installing timing belt.

Valve Guide Reamer (K and M Series)

For properly sizing valve guides after installation.

Valve Guide Reamer O.S. (Command Series)

For reaming worn valve guides to accept replacement oversize valves. Can be used in low-speed drill press or with handle below for hand reaming.

Reamer Handle

For hand reaming using Kohler 25 455 12-S reamer.

Valve Guide Service Kit (Courage, Aegis, Command, OHC)

For servicing worn valve guides.

Source/Part No.

Kohler 25 761 38-S

Kohler 25 455 01-S


DTI-110

Kohler 52 455 04-S

Kohler 25 761 06-S

Kohler 25 455 10-S

Kohler 25 761 20-S

Kohler 25 761 41-S


DTI-031

DTI-033

Kohler 25 761 40-S

SE Tools KLR-82411

SE Tools KLR-82416

Kohler 28 761 01-S


DTI-K828

Kohler 25 455 12-S


DTI-K830

SE Tools KLR-82415

AIDS

Description

Camshaft Lubricant (Valspar ZZ613)

Dielectric Grease (GE/Novaguard G661)

Dielectric Grease

Kohler Electric Starter Drive Lubricant (Inertia Drive)

Kohler Electric Starter Drive Lubricant (Solenoid Shift)

RTV Silicone Sealant

Loctite ® 5900 ® Heavy Body in 4 oz. aerosol dispenser.

Only oxime-based, oil resistant RTV sealants, such as those listed, are approved for use. Loctite characteristics.

® Nos. 5900 ® or 5910 ® are recommended for best sealing

Spline Drive Lubricant

Source/Part No.

Kohler 25 357 14-S

Kohler 25 357 11-S

Loctite

®

51360

Kohler 52 357 01-S

Kohler 52 357 02-S

Kohler 25 597 07-S

Loctite

Loctite ®

Loctite

Loctite

®

® 5910 ®

Ultra Black 598™

®

Ultra Blue 587™

Ultra Copper 5920™

Kohler 25 357 12-S


62 690 05 Rev. --

FLYWHEEL HOLDING TOOL

Tools and Aids

ROCKER ARM/CRANKSHAFT TOOL

A fl ywheel holding tool can be made out of an old junk fl ywheel ring gear and used in place of a strap wrench.

1. Using an abrasive cut-off wheel, cut out a six tooth segment of ring gear as shown.

2. Grind off any burrs or sharp edges.

3. Invert segment and place it between ignition bosses on crankcase so tool teeth engage fl ywheel ring gear teeth. Bosses will lock tool and fl ywheel in position for loosening, tightening, or removing with a puller.

A spanner wrench to lift rocker arms or turn crankshaft may be made out of an old junk connecting rod.

1. Find a used connecting rod from a 10 HP or larger engine. Remove and discard rod cap.

2. Remove studs of a Posi-Lock rod or grind off aligning steps of a Command rod, so joint surface is fl at.

3. Find a 1 in. long capscrew with correct thread size to match threads in connecting rod.

a capscrew and approximately 1 in. O.D. Assemble capscrew and washer to joint surface of rod.


15

Troubleshooting

TROUBLESHOOTING GUIDE

When troubles occur, be sure to check simple causes which, at fi rst, may seem too obvious to be considered. For example, a starting problem could be caused by an empty fuel tank.

Some general common causes of engine troubles are listed below and vary by engine specifi cation. Use these to locate causing factors.

Engine Cranks But Will Not Start

● Battery connected backwards.

● Blown fuse.

● Carburetor solenoid malfunction.

● Choke not closing.

● Clogged fuel line or fuel fi lter.

● Diode in wiring harness failed in open circuit mode.

● DSAI or DSAM malfunction.

● Empty fuel tank.

● Faulty electronic control unit.

● Faulty ignition coil(s).

● Faulty spark plug(s).

● Fuel pump malfunction-vacuum hose clogged or leaking.

● Fuel shut-off valve closed.

● Ignition module(s) faulty or improperly gapped.

● Insuffi cient voltage to electronic control unit.

● Interlock switch is engaged or faulty.

● Key switch or kill switch in OFF position.

● Low oil level.

● Quality of fuel (dirt, water, stale, mixture).

● SMART-SPARK

TM

malfunction.

● Spark plug lead(s) disconnected.

Engine Starts But Does Not Keep Running

● Faulty carburetor.

● Faulty cylinder head gasket.

● Faulty or misadjusted choke or throttle controls.


● Intake system leak.

● Loose wires or connections that intermittently ground ignition kill circuit.


● Restricted fuel tank cap vent.

Engine Starts Hard

● Clogged fuel line or fuel fi lter.

● Engine overheated.

● Faulty ACR mechanism.

● Faulty or misadjusted choke or throttle controls.


● Flywheel key sheared.




● Low compression.


● Weak spark.

Engine Will Not Crank

● Battery is discharged.

● Faulty electric starter or solenoid.

● Faulty key switch or ignition switch.



● Pawls not engaging in drive cup.

● Seized internal engine components.

Engine Runs But Misses

● Carburetor adjusted incorrectly.



● Ignition module(s) faulty or improperly gapped.

● Incorrect crankshaft position sensor air gap.




● Spark plug lead(s) disconnected.

● Spark plug lead boot loose on plug.

● Spark plug lead loose.

Engine Will Not Idle



● Idle fuel adjusting needle(s) improperly set.

● Idle speed adjusting screw improperly set.

● Inadequate fuel supply.



● Restricted fuel tank cap vent.

Engine Overheats

● Cooling fan broken.

● Excessive engine load.

● Fan belt failed/off.

● Faulty carburetor.

● High crankcase oil level.

● Lean fuel mixture.

● Low cooling system fl uid level.

● Low crankcase oil level.

● Radiator, and/or cooling system components clogged, restricted, or leaking.

● Water pump belt failed/broken.

● Water pump malfunction.

Engine Knocks


● Hydraulic lifter malfunction.

● Incorrect oil viscosity/type.

● Internal wear or damage.




62 690 05 Rev. --

Engine Loses Power

● Dirty air cleaner element.



● Restricted exhaust.


● High crankcase oil level.

● Incorrect governor setting.

● Low battery.




Engine Uses Excessive Amount of Oil

● Loose or improperly torqued fasteners.

● Blown head gasket/overheated.

● Breather reed broken.

● Clogged, broken, or inoperative crankcase breather.

● Crankcase overfi lled.

● Incorrect oil viscosity/type.

● Worn cylinder bore.

● Worn or broken piston rings.

● Worn valve stems/valve guides.

Oil Leaks from Oil Seals, Gaskets

● Breather reed broken.

● Clogged, broken, or inoperative crankcase breather.

● Loose or improperly torqued fasteners.

● Piston blow by, or leaky valves.

● Restricted exhaust.

62 690 05 Rev. --

Troubleshooting

EXTERNAL ENGINE INSPECTION

NOTE: It is good practice to drain oil at a location away from workbench. Be sure to allow ample time for complete drainage.

Before cleaning or disassembling engine, make a thorough inspection of its external appearance and condition. This inspection can give clues to what might be found inside engines (and cause) when it is disassembled.

● Check for buildup of dirt and debris on crankcase, cooling fi ns, grass screen, and other external surfaces.

Dirt or debris on these areas can cause overheating.

● Check for obvious fuel and oil leaks, and damaged components. Excessive oil leakage can indicate a clogged or inoperative breather, worn or damaged seals or gaskets, or loose fasteners.

● Check air cleaner cover and base for damage or indications of improper fi t and seal.

● Check air cleaner element. Look for holes, tears, cracked or damaged sealing surfaces, or other damage that could allow unfi ltered air into engine. A dirty or clogged element could indicate insuffi cient or improper maintenance.

● Check carburetor throat for dirt. Dirt in throat is further indication that air cleaner was not functioning properly.

● Check if oil level is within operating range on dipstick.

If it is above, sniff for gasoline odor.

● Check condition of oil. Drain oil into a container; it should fl ow freely. Check for metal chips and other foreign particles.

Sludge is a natural by-product of combustion; a small accumulation is normal. Excessive sludge formation could indicate over rich fuel settings, weak ignition, overextended oil change interval or wrong weight or type of oil was used.

CLEANING ENGINE

WARNING

Cleaning Solvents can cause severe injury or death.

Use only in well ventilated areas away from ignition sources.

Carburetor cleaners and solvents are extremely fl ammable. Follow cleaner manufacturer’s warnings and instructions on its proper and safe use. Never use gasoline as a cleaning agent.

After inspecting external condition of engine, clean engine thoroughly before disassembly. Clean individual components as engine is disassembled. Only clean parts can be accurately inspected and gauged for wear or damage. There are many commercially available cleaners that will quickly remove grease, oil, and grime from engine parts. When such a cleaner is used, follow manufacturer’s instructions and safety precautions carefully.

Make sure all traces of cleaner are removed before engine is reassembled and placed into operation. Even small amounts of these cleaners can quickly break down lubricating properties of engine oil.

KohlerEngines.com

17

Troubleshooting

CRANKCASE VACUUM TEST

WARNING

Carbon Monoxide can cause severe nausea, fainting or death.

Avoid inhaling exhaust fumes.

Engine exhaust gases contain poisonous carbon monoxide. Carbon monoxide is odorless, colorless, and can cause death if inhaled.

WARNING

Rotating Parts can cause severe injury.

Stay away while engine is in operation.

Keep hands, feet, hair, and clothing away from all moving parts to prevent injury. Never operate engine with covers, shrouds, or guards removed.

A partial vacuum should be present in crankcase when engine is operating. Pressure in crankcase (normally caused by a clogged or improperly assembled breather) can cause oil to be forced out at oil seals, gaskets, or other available spots.

Crankcase vacuum is best measured with either a water manometer or a vacuum gauge. Complete instructions are provided in kits.

To test crankcase vacuum with manometer:

1. Insert rubber stopper into oil fi ll hole. Be sure pinch clamp is installed on hose and use tapered adapters to connect hose between stopper and one manometer tube. Leave other tube open to atmosphere. Check that water level in manometer is at 0 line. Make sure pinch clamp is closed.

2. Start engine and run no-load high speed.

3. Open clamp and note water level in tube.

Level in engine side should be a minimum of 10.2 cm (4 in.) above level in open side.

If level in engine side is less than specifi ed (low/no vacuum), or level in engine side is lower than level in open side (pressure), check for conditions in table below.

4. Close pinch clamp before stopping engine.

To test crankcase vacuum with vacuum/pressure gauge:

1. Remove dipstick or oil fi ll plug/cap.

2. Install adapter into oil fi ll/dipstick tube opening, upside down over end of a small diameter dipstick tube, or directly into engine if a tube is not used.

Insert barbed gauge fi tting into hole in stopper.

3. Run engine and observe gauge reading.

Analog tester–needle movement to left of 0 is a vacuum, and movement to right indicates a pressure.

Digital tester–depress test button on top of tester.

Crankcase vacuum should be a minimum of 10.2 cm

(4 in.) of water. If reading is below specifi cation, or if pressure is present, check table below for possible causes and conclusions.

Piston blow by or leaky valves (confi rm by inspecting components).

Restricted exhaust.

Condition

Crankcase breather clogged or inoperative.

Seals and/or gaskets leaking. Loose or improperly torque fasteners.

Conclusion

NOTE: If breather is integral part of valve cover and cannot be serviced separately, replace valve cover and recheck pressure.

Disassemble breather, clean parts thoroughly, check sealing surfaces for fl atness, reassemble, and recheck pressure.

Replace all worn or damaged seals and gaskets. Make sure all fasteners are tightened securely. Use appropriate torque valves and sequences when necessary.

Recondition piston, rings, cylinder bore, valves and valves guides.

Check exhaust screen/spark arrestor (if equipped). Clean or replace as needed. Repair or replace any other damaged/restricted muffl er or exhaust system parts.


62 690 05 Rev. --

Troubleshooting

COMPRESSION TEST

For Command Twins:

A compression test is best performed on a warm engine. Clean any dirt or debris away from base of spark plug(s) before removing them. Be sure choke is off, and throttle is wide open during test. Compression should be at least 160 psi and should not vary more than 15% between cylinders.

All other models:

These engines are equipped with an automatic compression release (ACR) mechanism. It is diffi cult to obtain an accurate compression reading because of ACR mechanism. As an alternative, use cylinder leakdown test described below.

CYLINDER LEAKDOWN TEST

A cylinder leakdown test can be a valuable alternative to a compression test. By pressurizing combustion chamber from an external air source you can determine if valves or rings are leaking, and how badly.

Cylinder leakdown tester is a relatively simple, inexpensive leakdown tester for small engines. This tester includes a quick-connect for attaching adapter hose and a holding tool.

1. Run engine for 3-5 minutes to warm it up.

2. Remove spark plug(s) and air fi lter from engine.

3. Rotate crankshaft until piston (of cylinder being tested) is at top dead center (TDC) of compression stroke. Hold engine in this position while testing. Holding tool supplied with tester can be used if PTO end of crankshaft is accessible. Lock holding tool onto crankshaft. Install a 3/8 in. breaker bar into hole/slot of holding tool, so it is perpendicular to both holding tool and crankshaft PTO.

fl ywheel end is more accessible, use a breaker bar and socket on fl ywheel nut/screw to hold it in position. An assistant may be needed to hold breaker bar during testing. If engine is mounted in a piece of equipment, it may be possible to hold it by clamping or wedging a driven component. Just be certain that engine cannot rotate off of

TDC in either direction.

4. Install adapter into spark plug hole, but do not attach it to tester at this time.

5. Turn regulator knob completely counterclockwise.

6. Connect an air source of at least 50 psi to tester.

7. Turn regulator knob clockwise (increase direction) until gauge needle is in yellow set area at low end of scale.

8. Connect tester quick-connect to adapter hose. While fi rmly holding engine at TDC, gradually open tester valve.

Note gauge reading and listen for escaping air at combustion air intake, exhaust outlet, and crankcase breather.

Condition

Air escaping from crankcase breather.

Air escaping from exhaust system.

Air escaping from intake.

Gauge reading in low (green) zone.

Gauge reading in moderate (yellow) zone.

Gauge reading in high (red) zone.

Conclusion

Ring or cylinder worn.

Defective exhaust valve/improper seating.

Defective intake valve/improper seating.

Piston rings and cylinder in good condition.

Engine is still usable, but there is some wear present.

Customer should start planning for overhaul or replacement.

Rings and/or cylinder have considerable wear. Engine should be reconditioned or replaced.


19

Air Cleaner/Intake

AIR CLEANER

These systems are CARB/EPA certifi ed and components should not be altered or modifi ed in any way.

A

D

C

B

E

F

A

Air Cleaner Housing

B

C

Retaining Clip

D

E

End Cap

F

Inner Element

Element

Dust Ejector Valve

NOTE: Operating engine with loose or damaged air cleaner components could cause premature wear and failure. Replace all bent or damaged components.

NOTE: Paper element cannot be blown out with compressed air.

1. Unhook retaining clips and remove end cap(s).

2. Check and clean inlet screen (if equipped).

3. Pull air cleaner element out of housing and replace.

Check condition of inner element; replace when dirty.

4. Check all parts for wear, cracks, or damage, and that ejector area is clean.

5. Install new element(s).

6. Reinstall end cap(s) with dust ejector valve/screen down; secure with retaining clips.

BREATHER TUBE

Ensure both ends of breather tube are properly connected.

AIR COOLING

WARNING

Hot Parts can cause severe burns.

Do not touch engine while operating or just after stopping.

Never operate engine with heat shields or guards removed.

NOTE: Operating engine with a restricted air intake screen or radiator, damaged/ broken fan assembly, or missing fan shroud will cause engine damage due to over heating.

Proper cooling is essential. To prevent over heating, clean screens, cooling fi ns, and other external surfaces of engine. Avoid spraying water at wiring harness or any electrical components. See Maintenance Schedule.


62 690 05 Rev. --

EFI SYSTEM

WARNING



Gasoline is extremely fl ammable and its vapors can explode if ignited. Store gasoline only in approved containers, in well ventilated, unoccupied buildings, away from sparks or fl ames. Spilled fuel could ignite if it comes in contact with hot parts or sparks from ignition.

Never use gasoline as a cleaning agent.

Typical electronic fuel injection (EFI) system and related components include:

● Fuel pump/module and lift pump.

● Fuel fi lter.

● High pressure fuel line.

● Fuel line(s).

● Fuel injectors.

● Throttle body/intake manifold.

● Electronic control unit (ECU).

● Ignition coils.

● Engine (oil) temperature sensor.

● Throttle position sensor (TPS).

● Crankshaft position sensor.

● Oxygen sensor.

● Manifold absolute pressure sensor (MAP).

● Wire harness assembly & affi liated wiring.

● Malfunction indicator light (MIL) - optional.

● Intake air temperature sensor.

FUEL RECOMMENDATIONS

Refer to Maintenance.

FUEL LINE

Low permeation fuel line must be installed on all Kohler

Co. engines to maintain EPA and CARB regulatory compliance.

OPERATION

NOTE: When performing voltage or continuity tests, avoid putting excessive pressure on or against connector pins. Flat pin probes are recommended for testing to avoid spreading or bending terminals.

EFI system is designed to provide peak engine performance with optimum fuel effi ciency and lowest possible emissions. Ignition and injection functions are electronically controlled, monitored and continually corrected during operation to maintain ideal air/fuel ratio.

Central component of system is Engine Control Unit

(ECU) which manages system operation, determining best combination of fuel mixture and ignition timing for current operating conditions.

A lift fuel pump is used to move fuel from tank through an in-line fuel fi lter and fuel line. Fuel is then pumped to fuel pump module. Fuel pump module regulates fuel pressure to a system operating pressure of 39 psi.

Fuel is delivered from fuel pump module through high pressure fuel line into injectors, which inject fuel into intake ports. ECU controls amount of fuel by varying length of time that injectors are on. This can range from 2 to over 12 milliseconds depending on fuel requirements. Controlled injection of fuel occurs every other crankshaft revolution, or once for each 4-stroke cycle. When intake valve opens, air/fuel mixture is drawn into combustion chamber,compressed, ignited, and burned.

ECU controls amount of fuel being injected and ignition timing by monitoring primary sensor signals for engine temperature, speed (RPM), and throttle position (load).

These primary signals are compared to preprogrammed maps in ECU computer chip, and ECU adjusts fuel delivery to match mapped values. After engine reaches operating temperature, an exhaust gas oxygen sensor provides feedback to ECU based upon amount of unused oxygen in exhaust, indicating whether fuel mixture being delivered is rich or lean. Based upon this feedback, ECU further adjusts fuel input to re-establish ideal air/fuel ratio. This operating mode is referred to as closed loop operation. EFI system operates closed loop when all three of following conditions are met:

● Oil temperature is greater than 50°C (122°F).

● Oxygen sensor has warmed suffi ciently to provide a signal (minimum 400°C, 752°F).

● Engine operation is at a steady state (not starting, warming up, accelerating, etc.).

During closed loop operation ECU has ability to readjust temporary and learned adaptive controls, providing compensation for changes in overall engine condition and operating environment, so it will be able to maintain ideal air/fuel ratio. This system requires a minimum engine oil temperature greater than 60°C (140°F) to properly adapt. These adaptive values are maintained as long as ECU is not reset.

During certain operating periods such as cold starts, warm up, acceleration, high load, etc., a richer air/fuel ratio is required and system operates in an open loop mode. In open loop operation oxygen sensor output is used to ensure engine is running rich, and controlling adjustments are based on primary sensor signals and programmed maps only. This system operates open loop whenever three conditions for closed loop operation

(above) are not being met.

ECU is brain or central processing computer of entire

EFI system. During operation, sensors continuously gather data which is relayed through wiring harness to input circuits within ECU. Signals to ECU include: ignition (on/off), crankshaft position and speed (RPM), throttle position, oil temperature, intake air temperature, exhaust oxygen levels, manifold absolute pressure, and battery voltage.


21

EFI SYSTEM

ECU compares input signals to programmed maps in its memory to determine appropriate fuel and spark requirements for immediate operating conditions. ECU then sends output signals to set injector duration and ignition timing.

ECU continually performs a diagnostic check of itself, each of sensors, and system performance. If a fault is detected, ECU can turn on a Malfunction Indicator

Light (MIL) (if equipped) on equipment control panel, store fault code in its fault memory, and go into a default operating mode. Depending on signifi cance or severity of fault, normal operation may continue. A technician can access stored fault code using a blink code diagnosis fl ashed out through MIL. An optional computer software diagnostic program is also available, see Tools and Aids.

ECU requires a minimum of 6.0 volts to operate.

To prevent engine over-speed and possible failure, a rev-limiting feature is programmed into ECU. If maximum

RPM limit (4500) is exceeded, ECU suppresses injection signals, cutting off fuel fl ow. This process repeats itself in rapid succession, limiting operation to preset maximum.

Wiring harness used in EFI system connects electrical components, providing current and ground paths for system to operate. All input and output signaling occurs through two special all weather connectors that attach and lock to ECU. Connectors are Black and Grey and keyed differently to prevent being attached to ECU incorrectly.

Condition of wiring, connectors, and terminal connections is essential to system function and performance. Corrosion, moisture, and poor connections are as likely cause of operating problems and system errors as an actual component. Refer to Electrical

System for additional information.

EFI system is a 12 VDC negative ground system, designed to operate down to a minimum of 6.0 volts.

If system voltage drops below this level, operation of voltage sensitive components such as ECU, fuel pump, ignition coils, and injectors will be intermittent or disrupted, causing erratic operation or hard starting.

A fully charged, 12 volt battery with a minimum of 350 cold cranking amps is important in maintaining steady and reliable system operation. Battery condition and state of charge should always be checked fi rst when troubleshooting an operational problem.

Keep in mind that EFI-related problems are often caused by wiring harness or connections. Even small amounts of corrosion or oxidation on terminals can interfere with milliamp currents used in system operation.

Cleaning connectors and grounds will solve problems in many cases. In an emergency situation, simply disconnecting and reconnecting connectors may clean up contacts enough to restore operation, at least temporarily.

If a fault code indicates a problem with an electrical component, disconnect ECU connector and test for continuity between component connector terminals and corresponding terminals in ECU connector using an ohmmeter. Little or no resistance should be measured, indicating that wiring of that particular circuit is OK.

22

Crankshaft position sensor is essential to engine operation; constantly monitoring rotation and speed

(RPM) of crankshaft. There are 23 consecutive teeth cast into fl ywheel. One tooth is missing and is used to reference crankshaft position for ECU. Inductive crankshaft position sensor is mounted 0.20-0.70 mm

(0.008-0.027 in.) from fl ywheel.

During rotation, an AC voltage pulse is created within sensor for each passing tooth. ECU calculates engine speed from time interval between consecutive pulses.

Gap from missing tooth creates an interrupted input signal, corresponding to specifi c crankshaft position near

BDC for cylinder #1. This signal serves as a reference for control of ignition timing by ECU. Synchronization of inductive speed pickup and crankshaft position takes place during fi rst two revolutions each time engine is started. Sensor must be properly connected at all times.

If sensor becomes disconnected for any reason, engine will quit running.

Throttle position sensor (TPS) is used to indicate throttle plate angle to ECU. Since throttle (by way of governor) reacts to engine load, angle of throttle plate is directly related to load on engine.

Mounted on throttle body and operated directly off end of throttle shaft, TPS works as a potentiometer, varying voltage signal to ECU in direct correlation to angle of throttle plate. This signal, along with other sensor signals, is processed by ECU and compared to internal preprogrammed maps to determine required fuel and ignition settings for amount of load.

Correct position of TPS is established and set at factory.

Do not loosen TPS or alter mounting position unless absolutely required by fault code diagnosis. If TPS is loosened or repositioned, appropriate TPS Learn

Procedure must be performed to re-establish baseline relationship between ECU and TPS.

Engine (oil) temperature sensor is used by system to help determine fuel requirements for starting (a cold engine needs more fuel than one at or near operating temperature).

Mounted in crankcase next to breather cover, it has a temperature-sensitive resistor that extends into oil fl ow. Resistance changes with oil temperature, altering voltage sent to ECU. Using a table stored in its memory,

ECU correlates voltage drop to a specifi c temperature.

Using fuel delivery maps, ECU then knows how much fuel is required for starting at that temperature.

Intake Air Temperature (IAT) sensor is a thermally sensitive resistor that exhibits a change in electrical resistance with a change in its temperature.

When sensor is cold, resistance of sensor is high. As sensor warms up, resistance drops and voltage signal increases. From voltage signal, ECU can determine temperature of intake air.

Purpose of an air temperature sensor is to help ECU calculate air density. Higher air temperature less dense air becomes. As air becomes less dense ECU knows that it needs to lessen fuel fl ow to achieve correct air/fuel ratio. If fuel ratio was not changed engine would become rich, possibly losing power and consuming more fuel.

Oxygen sensor functions like a small battery, generating a voltage signal to ECU based upon difference in oxygen content between exhaust gas and ambient air.

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EFI SYSTEM

Tip of sensor, protruding into exhaust gas, is hollow.

Outer portion of tip is surrounded by exhaust gas, with inner portion exposed to ambient air. When oxygen concentration on one side of tip is different than that of other side, a voltage signal up to 1.0 volt is generated and sent to ECU. Voltage signal tells ECU if engine is straying from ideal fuel mixture, and ECU then adjusts injector pulse accordingly.

Oxygen sensor functions after being heated to a minimum of 400°C (752°F). A heater inside sensor heats electrode to optimum temperature in about 10 seconds.

Oxygen sensor receives ground through wire, eliminating need for proper grounding through muffl er. If problems indicate a bad oxygen sensor, check all connections and wire harness. Oxygen sensor can also be contaminated by leaded fuel, certain RTV and/or other silicone compounds, fuel injector cleaners, etc. Use only those products indicated as O2 Sensor Safe.

Manifold absolute pressure (MAP) sensor provides immediate manifold pressure information to ECU.

MAP measures difference in pressure between outside atmosphere and vacuum level inside intake manifold and monitors pressure in manifold as primary means of detecting load. Data is used to calculate air density and determine engine's mass air fl ow rate, which in turn determines required ideal fueling. MAP also stores instant barometric pressure reading when key is turned

ON.

Fuel injectors mount into intake manifold, and high pressure fuel line attaches to them at top end.

Replaceable O-rings on both ends of injector prevent external fuel leakage and also insulate it from heat and vibration. A special clip connects each injector to high pressure fuel line and holds it in place. O-rings and retaining clip must be replaced any time fuel injector is separated from its normal mounting position.

When key switch is on, fuel pump module will pressurize high pressure fuel line to 39 psi, and voltage is present at injector. At proper instant, ECU completes ground circuit, energizing injector. Valve needle in injector is opened electromagnetically, and pressure in high pressure fuel line forces fuel down through inside.

Director plate at tip of injector contains a series of calibrated openings which directs fuel into manifold in a cone-shaped spray pattern.

Injectors have sequential fueling that open and close once every other crankshaft revolution. Amount of fuel injected is controlled by ECU and determined by length of time valve needle is held open, also referred to as injection duration or pulse width. Time injector is open

(milliseconds) may vary in duration depending on speed and load requirements of engine.

A high-voltage, solid-state, battery ignition system is used with EFI system. ECU controls ignition output and timing through transistorized control of primary current delivered to coils. Based on input from crankshaft position sensor, ECU determines correct fi ring point for speed at which engine is running. At proper instant, it interrupts fl ow of primary current in coil, causing electromagnetic fl ux fi eld to collapse. Flux collapse induces an instantaneous high voltage in coil secondary which is strong enough to bridge gap on spark plug.

Each coil fi res every other revolution.

EFI engines are equipped with either a 20 or 25 amp charging system to accommodate combined electrical demands of ignition system and specifi c application.

Charging system troubleshooting information is provided in Electrical System.

An electric fuel pump module and a lift pump (two types) are used to transfer fuel in EFI system. Two types of lift pumps are: a pulse fuel pump or a low pressure electric fuel pump. Pumping action is created by either oscillation of positive and negative pressures within crankcase through a hose, or by direct lever/pump actuation off rocker arm movement. Pumping action causes diaphragm on inside of pump to pull fuel in on its downward stroke and to push it into fuel pump module on its upward stroke. Internal check valves prevent fuel from going backward through pump. Fuel pump module receives fuel from lift pump, increases and regulates pressure for fuel injectors.

Fuel pump module is rated for a minimum output of 13.5 liters per hour and regulated at 270 kilo pascals (39 psi).

When key switch is turned ON and all safety switch requirements are met, ECU activates fuel pump module for about six seconds, which pressurizes system for start-up. If key switch is not promptly turned to start position, engine fails to start, or engine is stopped with key switch ON (as in case of an accident), ECU switches off pump preventing continued delivery of fuel. In this situation, MIL will go on, but it will go back off after 4 cranking revolutions if system function is OK. Once engine is running, fuel pump remains on.

Precision components inside fuel pump module are not serviceable. DO NOT attempt to open fuel pump module.

Damage to components will result and warranty will be void. Because fuel pump module is not serviceable, engines are equipped with a special 10-micron EFI fuel fi lter to prevent harmful contamination from entering module.

If there are two fi lters in system, one before lift pump will be a standard 51-75 micron fi lter, and one after lift pump will be special 10-micron fi lter. Be sure to use an approved 10-micron fi lter for replacement.

High pressure fuel line is an assembly of hoses, injector caps and a fuel connector to fuel pump module. High pressure fuel line feeds fuel to top of injectors through injector caps. Caps are fastened to intake manifold and injectors are locked into place. A small retaining clip provides a secondary lock.


23

EFI SYSTEM

High pressure fuel line is serviced as a complete assembly to prevent tampering and safety hazards.

Components are not individually serviceable.

Vent hose assembly is intended to vent fuel vapor out of fuel pump module and direct fuel vapor into throttle body.

All EFI engines are equipped with an engine mounted purge port on #2 cylinder barrel baffl e. This capped purge port can be used by OEM to vent fuel tanks or used in conjunction with a carbon canister kit for Tier III evaporative emissions compliance. Purge port connects to vent hose assembly and directs all fuel vapor into throttle body. If purge port remains unused, port must remain capped to prevent dirt from entering engine.

EFI engines have no carburetor, so throttle function

(regulate incoming combustion airfl ow) is achieved with a throttle valve in a separate throttle body attached to intake manifold. Throttle body/intake manifold provides mounting for fuel injectors, throttle position sensor, MAP sensor, intake air temperature sensor, high pressure fuel line, idle speed screw, and air cleaner assembly.

Idle speed is only adjustment that may be performed on

EFI system. Standard idle speed setting for EFI engines is 1500 RPM, but certain applications might require a different setting. Check equipment manufacturer’s recommendation.

For starting and warm up, ECU will adjust fuel and ignition timing, based upon ambient temperature, engine temperature, and loads present. In cold conditions, idle speed will probably be different than normal for a few moments. Under other conditions, idle speed may actually start lower than normal, but gradually increase to established setting as operation continues. Do not attempt to circumvent this warm up period, or readjust idle speed during this time. Engine must be completely warmed up, in closed loop operating mode for accurate idle adjustment.

IMPORTANT NOTES!

● Cleanliness is essential and must be maintained at all times when servicing or working on EFI system. Dirt, even in small quantities, can cause signifi cant problems.

● Clean any joint or fi tting with parts cleaning solvent before opening to prevent dirt from entering system.

● Always depressurize fuel system through fuel connector on fuel pump module before disconnecting or servicing any fuel system components.

● Never attempt to service any fuel system component while engine is running or ignition switch is ON.

● Do not use compressed air if system is open. Cover any parts removed and wrap any open joints with plastic if they will remain open for any length of time.

New parts should be removed from their protective packaging just prior to installation.

● Avoid direct water or spray contact with system components.

● Do not disconnect or reconnect ECU wiring harness connector or any individual components with ignition on. This can send a damaging voltage spike through

ECU.

● Do not allow battery cables to touch opposing terminals. When connecting battery cables attach positive (+) cable to positive (+) battery terminal fi rst, followed by negative (-) cable to negative (-) battery terminal.

● Never start engine when cables are loose or poorly connected to battery terminals.

● Never disconnect battery while engine is running.

● Never use a quick battery charger to start engine.

● Do not charge battery with key switch ON.

● Always disconnect negative (-) battery cable before charging battery, and also unplug harness from ECU before performing any welding on equipment.

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ELECTRICAL COMPONENTS

Electronic Control Unit (ECU)

Pinout of ECU

Pin #

Black Connector

Function

1 Ignition Coil #1 Ground

2 Battery Ground

3 Diagnostic Communication Line

4 Speed Sensor input

5 Fuel Injector Output #1 Ground

6 Fuel Injector Output #2 Ground

7 Oxygen Sensor Heater

8 Intake Air Temperature (IAT) sensor input

9 Fuel Pump Ground

10 Ground for IAT, TPS, MAP, O2 and Oil Sensors

11 Manifold Absolute Pressure (MAP) sensor input

12 Throttle Position Sensor (TPS) input

13 Speed Sensor Ground

14 Oil Temperature Sensor input

15 Ignition Switch (Switched +12V)

16 Power for TPS and MAP Sensors (+5V)

17 Oxygen Sensor (O2) input

18 Battery Power (Permanent +12V)

EFI SYSTEM

Pin #

1 Not Used

Grey Connector

Description

2 Not Used

3 Malfunction Indicator Light (MIL) Ground

4 Not Used

5 Not Used

6 GCU Tach Output

7 Not Used

8 Not Used

9 Battery Ground

10 Ignition Coil #2 Ground

11 Not Used

12 Not Used

13 Not Used

14 Safety Switch Ground

15 Not Used

16 ECU

17 Fuel Pump Control (+12V)

18 Not Used

Pinout of ECU


25

EFI SYSTEM

Never attempt to disassemble ECU. It is sealed to prevent damage to internal components. Warranty is void if case is opened or tampered with in any way.

All operating and control functions within ECU are preset. No internal servicing or readjustment may be performed. If a problem is encountered, and you determine ECU to be faulty, contact your source of supply.

ECU pins are coated at factory with a thin layer of electrical grease to prevent fretting and corrosion. Do not attempt to remove grease from ECU pins.

Relationship between ECU and throttle position sensor

(TPS) is very critical to proper system operation. If

TPS or ECU is changed, or mounting position of TPS is altered, appropriate TPS Learn Procedure must be performed to restore synchronization.

Any service to ECU, TPS/Throttle Body (including idle speed increase over 300 RPM), or fuel pump module replacement should include ECU Reset.

This will clear all trouble codes, all closed loop learned offsets, all max values, and all timers besides permanent hour meter.

This system will NOT reset when battery is disconnected!

ECU Reset Procedure

1. Turn key/ignition OFF.

2. Install Red wire jumper from Kohler EFI service kit on to service port (connect white wire to black wire in

4 way diagnostic port).

3. Turn key/ignition ON, then OFF and count 10 seconds.

4. Turn key/ignition ON, then OFF and count to 10 seconds a second time.

5. Remove Red wire jumper. Turn key/ignition ON, then

OFF and count to 10 seconds a third time. ECU is reset.

A TPS Learn Procedure must be performed after ECU

Reset.

TPS Learn Procedure

1. Turn idle screw clockwise one full turn prior to key/ ignition ON after ECU Reset.

2. Start engine, run at low idle until engine is warm.

3. Idle speed must be above 1500 RPM. If below 1500

RPM, turn idle screw up to 1700 RPM and then shut down engine and perform ECU Reset again.

4. Adjust idle speed down to 1500 RPM. Allow engine to dwell at 1500 RPM for about 3 seconds.

5. After this, adjust idle speed to fi nal specifi ed speed setting.

6. Turn key/ignition OFF and count to 10 seconds.

Learn procedure is complete.

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EFI SYSTEM

Temperature Sensor

Manifold Absolute Pressure Sensor


27

EFI SYSTEM

Crankshaft Position Sensor

A sealed, non-serviceable assembly. If Fault Code diagnosis indicates a problem within this area, test and correct as follows.

1. Remove #2 side cylinder shroud to access. Check mounting and air gap of sensor. It must be 0.20-0.70 mm (0.008-0.027 in.).

2. Inspect wiring and connections for damage or problems.

3. Make sure engine has resistor type spark plugs.

4. Disconnect Black connector from ECU.

5. Connect an ohmmeter between #4 and #13 pin terminals. A resistance value of 325-395 Ω at room temperature (20°C, 68°F) should be obtained. If resistance is correct, check mounting, air gap, fl ywheel teeth (damage, run-out, etc.), and fl ywheel key.

6. Disconnect crankshaft position sensor connector from wiring harness. Test resistance between terminals. A reading of 325-395 Ω should again be obtained.

a. If resistance is incorrect, remove screws securing sensor to mounting bracket and replace sensor.

b. If resistance in step 5 was incorrect, but resistance of sensor alone was correct, test wire harness circuits between sensor connector terminals and corresponding pin terminals (#4 and #13) in main connector. Correct any observed problem, reconnect sensor, and perform step 5 again.

7. When fault is corrected and engine starts, clear fault codes following ECU Reset procedure.

Throttle Position Sensor (TPS)

Resistance Table

Throttle

Position

Closed

Full with

Stop Pin

Between

Terminal

A & C

A & C

Resistance

Value (Ω)

1400-1800

3200-4100

Continuity

Yes

Yes

Full without

Stop Pin

A & C 4600-5200 Yes

Any A & B 3000-7000 Yes

TPS is a sealed, non-serviceable assembly. If diagnosis indicates a bad sensor, complete replacement is necessary. If a blink code indicates a problem with TPS, it can be tested as follows:

1. Counting number of turns, back out idle speed adjusting screw (counterclockwise) until throttle plates can be closed completely. Write this number down for reference later.

2. Disconnect Black connector from ECU, but leave

TPS mounted to throttle body.

3. a. Use an ohmmeter and connect red (positive) ohmmeter lead to Black pin 12 terminal and black

(negative) ohmmeter lead to Black pin 10 terminal to test.

b. Hold throttle closed and check resistance. It should be 1400-1800 Ω.

4. Leave leads connected to pin terminals as described in step 3. Rotate throttle shaft slowly to full throttle position. Monitor dial during rotation for indication of any momentary short or open circuits. Note resistance at full throttle position. It should be

4600-5200 Ω without a stop pin, or 3200-4100 Ω with a stop pin.

5. Disconnect main wiring harness connector from

TPS, leaving TPS assembled to throttle body. Refer to Resistance Table and perform resistance checks indicated between terminals in TPS switch, with throttle in positions specifi ed.

If resistance values in steps 3, 4, and 5 are within specifi cations, go to step 6.

If resistance values are not within specifi cations, or a momentary short or open circuit was detected during rotation (step 4), TPS needs to be replaced, go to step 7.

6. Check TPS circuits (input, ground) between TPS plug and main harness connector for continuity, damage, etc. Input pin is 12 and ground is pin 10.

a. Repair or replace as required.

b. Turn idle speed screw back in to its original setting.

c. Reconnect connector plugs, start engine and retest system operation.

7. #1 side fuel injector electrical connector may be removed to access fastening screws. Remove two mounting screws from TPS. Save screws for reuse.

Remove and discard faulty TPS. Install replacement

TPS and secure with original mounting screws.

a. Reconnect Black and TPS connector plugs.

Reconnect electrical connector to #1 side fuel injector.

b. Perform TPS Learn Procedure integrating new sensor to ECU.

Engine (Oil) Temperature Sensor

A sealed, non-serviceable assembly. A faulty sensor must be replaced. If a blink code indicates a problem with temperature sensor, it can be tested as follows:

1. Remove temperature sensor from crankcase and cap or block sensor hole.

2. Wipe sensor clean and allow it to reach room temperature (25°C, 77°F).

3. Unplug Black connector from ECU.

4. With sensor still connected, check temperature sensor circuit resistance between Black pin 10 and

14 terminals. Value should be 9000-11000 Ω.

5. Unplug sensor from wire harness and check sensor resistance separately across two pins. Resistance value should again be 9000-11000 Ω.

a. If resistance is out of specifi cations, replace temperature sensor.

b. If it is within specifi cations, proceed to Step 6.

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EFI SYSTEM

6. Check circuits (input, ground), from wire harness connector to sensor plug for continuity, damage, etc.

Connect one ohmmeter lead to Black pin 14 in wire harness connector (as in step 4). Connect other lead to terminal #1 in sensor plug. Continuity should be indicated. Repeat test between Black pin 10 and terminal #2 in sensor plug.

Intake Air Temperature Sensor

A non-serviceable component. Complete replacement is required if it is faulty. Sensor and wiring harness can be checked as follows. Carefully unseat both clips securing main fuel line to air cleaner bracket to access sensor.

1. Remove temperature sensor from throttle body.

2. Allow it to reach room temperature (20°C, 68°F).

3. Unplug Black connector from ECU.

4. With sensor still connected, check temperature sensor circuit resistance between Black pin 10 and 8 pin terminals. Value should be 3100-3900 Ω.

5. Unplug sensor from wire harness and check sensor resistance separately across two pins. Resistance value should again be 3100-3900 Ω.

a. If resistance is out of specifi cations, replace temperature sensor.

b. If it is within specifi cations, proceed to Step 6.

6. Check circuits (input, ground), from main harness connector to sensor plug for continuity, damage, etc.

Connect one ohmmeter lead to Black pin 8 in main harness connector (as in step 4). Connect other lead to terminal #1 in sensor plug. Continuity should be indicated. Repeat test between Black pin 10 and terminal #2 in sensor plug.

7. Reinstall sensor and reposition main fuel line back into clips on air cleaner bracket.

Oxygen Sensor (O

2

)

Components

Pin D

Pin A

Pin B

Pin C

Cutaway Oxygen Sensor Components (O

2

)

A

B

C

D

E

F

G

A

C

E

Protection Shield

Lower Insulator

Upper Insulator

B

D

F

Planar Element and Heater

Stainless Steel

Housing

Terminal Connection to Element

G

High Temp

Water Seal

Temperature must be controlled very accurately and gas constituents measured to a high degree of accuracy for absolute sensor measurements. This requires laboratory equipment to determine a good or bad sensor in fi eld.

Furthermore, as with most devices, intermittent problems are diffi cult to diagnose. Still, with a good understanding of system and sensor, it is possible to diagnose many sensor problems in fi eld.

Using diagnostic software connected to ECU is a useful technique for observing sensor performance. However, user must understand that such software reads a signal generated by ECU. If there is an ECU or wiring problem, readings could be misinterpreted as a sensor problem.

Digital nature of signal to software means that it is not reading continuous output of sensor. A voltmeter can also be used as an effective tool in diagnosing sensors.

It is advisable to use an electronic meter such as a digital voltmeter. Simple mechanical meters may place a heavy electrical load on sensor and cause inaccurate readings. Since resistance of sensor is highest at low temperatures, such meters will cause largest inaccuracies when sensor is in a cool exhaust.

Visual Inspection

1. Look for a damaged or disconnected sensor-toengine harness connection.

2. Look for damage to sensor lead wire or associated engine wiring due to cutting, chaffi ng or melting on a hot surface.

3. Disconnect sensor connector and look for corrosion in connector.

4. Try reconnecting sensor and observe if problem has cleared.

5. Correct any problems found during visual check.


29

EFI SYSTEM

Sensor Signal Observation

NOTE: Do not cut into or pierce sensor or engine

wiring to make this connection. Sensor produces a very small signal. Corrosion or damage to wiring could lead to an incorrect signal because of repairs or contamination to sensor.

1. Using a voltmeter or diagnostic software observe voltage before engine is started. With key ON, voltage should read about 1.0 volt. This voltage is generated by ECU. If it is not present, disconnect sensor and observe voltage at harness connector. If voltage is now present, there is a short in sensor or associated wiring and corrective action should be taken. If voltage still is not present, there is a problem with ECU or engine harness.

2. Reconnect sensor and start engine. Run engine at suffi cient speed to bring sensor up to operating temperature. Maintain for 1 to 2 minutes to ensure that engine has gone closed loop. Once in closed loop, sensor voltage should cycle between about

100 to 250 mv (low speed idle) and 700 to 900 mv

(high speed no load). If this cycling is not observed, a determination must be made, if problem is with engine or sensor.

3. Check engine harness for battery voltage on heater circuit.

Removal Inspection

NOTE: Apply anti-seize compound only to threads.

Anti-seize compound will affect sensor performance if it gets into lower shield of sensor.

1. If sensor has heavy deposits on lower shield, engine, oil, or fuel may be source.

2. If heavy carbon deposits are observed, incorrect engine fuel control may be occurring.

3. If sensor is at room temperature, measure between signal leads, black wire (Pin C) and grey wire (Pin D) attached to sensor. If resistance is less than one megohm, sensor has an internal short.

4. With sensor at room temperature measure heater circuit resistance, purple wire (Pin A) and white wire

(Pin B), resistance should be 8.1-11.1 Ω.

5. If a damaged sensor is found, identify root cause, which may be elsewhere in application. Refer to

Troubleshooting-Oxygen Sensor (O

2

) table.

6. A special "dry to touch" anti-seize compound is applied to all new oxygen sensors at factory. If recommended mounting thread sizes are used, this material provides excellent anti-seize capabilities and no additional anti-seize is needed. If sensor is removed from engine and reinstalled, anti-seize compound should be reapplied. Use an oxygen sensor safe type anti-seize compound. It should be applied according to directions on label.

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EFI SYSTEM

Troublshooting-Oxygen Sensor (O

2

Condition

Low voltage output.

)

Possible Cause

Shorted sensor or sensor circuit.

Shorted lead wire.

Wiring shorted to ground.

Contamination of air reference.

Conclusion

Replace sensor or repair wiring.

High voltage output.

Air leak at sensor or gasket, sensor upper shield damage.

Silica poisoning.

Contaminated gasoline.

Engine problem; misfi re.

Excessive rich air/fuel ratio.

Remove source of external contamination, protect air reference area.

Use recommended torque at installation, replace gasket or sensor.

Revise application exhaust.

Shield sensor from damage.

Replace sensor.

Use high quality fuel.

Correct cause of misfi re.

Check for high fuel pressure

Leaking injector

Liquid fuel in vent line

Repair wiring.

Replace sensor.

Wiring shorted to voltage.

Open circuit, no activity from sensor.

Broken element.

Sensor dropped.

Hard blow to engine or exhaust system.

Slow time response.

Defective sensor.

Thermal shock.

Open heater circuit.

Improper handling.

Carbon deposits.

Improper fueling.

Incorrect or contaminated fuel.

Excessive engine oil consumption causing exhaust contamination or other exhaust side contamination.

Heater circuit open/shorted or out of specifi cation.

Manifold Absolute Pressure Sensor (MAP)

A sealed, non-serviceable assembly. A faulty sensor must be replaced. If a blink code indicates a problem with manifold absolute pressure sensor, it can be tested as follows:

1. Make sure all connections are making proper contact and are free of dirt and debris. Remove blower housing. Slide locking tab out and pull off manifold absolute pressure connector. Turn key switch to ON and check with a volt meter by contacting red lead to pin 1 and black lead to pin 2.

There should be 5 volts present, indicating ECU and wiring harness are functioning.

Replace sensor.

Correct fueling.

Use high quality fuel.

Correct engine condition.

Repair short in harness wires, replace sensor.

2. Check continuity in wire harness. Ohms between Pin

3 at sensor connector and Black pin 11 connector at

ECU should be near zero ohms. If no continuity is measured or very high resistance, replace wire harness.

3. Check to make sure intake manifold is not loose and

MAP sensor is not loose. Loose parts would allow a vacuum leak, making MAP sensor report misleading information to ECU.

a. Tighten all hardware and perform an ECU Reset and a TPS Learn Procedure to see if MIL will display a fault with MAP sensor again. If MIL fi nds a fault with MAP sensor, replace it.


31

EFI SYSTEM

Fuel Injectors

WARNING



PRESSURE.


Details

B

A

C

D

E

H

F

I

G

A Electrical Connection B

C

Solenoid Winding

D

E

Valve Housing

F

G

I

Valve End

Director Plate

H

Upper O-ring

Armature

Valve Seat

Lower O-ring

NOTE: Do not apply voltage to fuel injector(s).

Excessive voltage will burn out injector(s). Do not ground injector(s) with ignition ON.

Injector(s) will open/turn on if relay is energized.

NOTE: When cranking engine with injectors disconnected, fault codes will be registered in

ECU and will need to be cleared using software fault clear or an ECU Reset and TPS Learn

Procedure.

Injector problems typically fall into three general categories: electrical, dirty/clogged, or leakage. An electrical problem usually causes one or both of injectors to stop functioning. Several methods may be used to check if injectors are operating.

1. With engine running at idle, listen for a buzzing or clicking sound.

2. Disconnect electrical connector from an injector and listen for a change in idle performance (only running on one cylinder) or a change in injector noise or vibration.

If an injector is not operating, it can indicate either a bad injector, or a wiring/electrical connection problem. Check as follows:

1. Disconnect electrical connector from both injectors.

Plug a 12 volt noid light into one connector.

2. Make sure all safety switch requirements are met.

Crank engine and check for fl ashing of test light.

Turn key OFF for at least 10 seconds between tests to allow ECU to go to sleep and reawake. Repeat test at other connector.

If and check resistance of each injector across two terminals. Proper resistance is 11-13 Ω. If injector resistance is correct, check whether connector and injector terminals are making a good connection. If resistance is not correct, replace injector.

Check all electrical connections, connectors, and wiring harness leads if resistance is incorrect.

Injector leakage is very unlikely, but in those rare instances it can be internal (past tip of valve needle), or external (weeping around injector O-rings). Loss of system pressure from leakage can cause hot restart problems and longer cranking times. To check for leakage it will be necessary to loosen or remove blower housing which may involve removing engine from unit.

Refer to Disassembly for removal of injector.

1. Remove manifold mounting bolts and separate throttle body/manifold from engine leaving TPS, high pressure fuel line, injectors and fuel line connections intact. Discard old gaskets.

2. Position manifold assembly over an appropriate container to capture fuel and turn key switch ON to activate fuel pump and pressurize system. Do not turn switch to START position.

NOTE: Fuel pump module pins are coated with a thin layer of electrical grease to prevent fretting and corrosion. Do not attempt to remove electrical grease from fuel pump module pins.

3. If either injector exhibits leakage of more than two to four drops per minute from tip, or shows any sign of leakage around outer shell, turn ignition switch OFF and replace injector as follows.

4. Depressurize fuel system.

5. Clean any dirt accumulation from sealing/mounting area of faulty injector(s) and disconnect electrical connector(s).

6. Pull retaining clip off top of injector(s). Remove screw holding injector(s) from manifold.

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7. Reverse appropriate procedures to install new injector(s) and reassemble engine. Use new O-rings and retaining clips any time an injector is removed

(new replacement injectors include new O-rings and retaining clips). Lubricate O-rings lightly with clean engine oil. Use installation tool provided with O-rings to install new upper O-ring. Place tool into fuel injector inlet. Place one side of O-ring into O-ring groove and roll O-ring over tool onto fuel injector.

Torque screw securing fuel injector caps and blower housing mounting screws to 7.3 N·m (65 in. lb.), and intake manifold and air cleaner mounting screws to

10.5 N·m (93 in. lb.). An ECU Reset will need to be completed.

Injector problems due to dirt or clogging are generally unlikely due to design of injectors, high fuel pressure, and detergent additives in gasoline. Symptoms that could be caused by dirty/clogged injectors include rough idle, hesitation/stumbling during acceleration, or triggering of fault codes related to fuel delivery. Injector clogging is usually caused by a buildup of deposits on director plate, restricting fl ow of fuel, resulting in a poor spray pattern. Some contributing factors to injector clogging include higher than normal operating temperatures, short operating intervals, and dirty, incorrect, or poor quality fuel. Cleaning of clogged injectors is not recommended; they should be replaced.

Additives and higher grades of fuel can be used as a preventative measure if clogging has been a problem.

Ignition Coil

If a coil is determined to be faulty, replacement is necessary. An ohmmeter may be used to test wiring and coil windings.

NOTE: Do not ground primary coil with ignition ON as they may overheat or spark.

NOTE: Always disconnect spark plug lead from spark plug before performing following tests.

NOTE: If ignition coil(s) are disabled and an ignition

fault is registered, system will automatically disable corresponding fuel injector drive

signal. Fault must be corrected to ignition coil and ECU power (switch) must be turned OFF for

10 seconds for injector signal to return. This is a safety measure to prevent bore washing and oil dilution.

Testing

Using an ohmmeter set on Rx1 scale, check resistance in circuits as follows:

1. To check cylinder coil 1 (starter side), disconnect

Black connector from ECU and test between Black pins 1 and 15. To check cylinder coil 2 (oil fi lter side), disconnect Grey connector from ECU and test between Grey pins 10 and 17. Wiring and coil primary circuits are OK if readings are 0.5-0.8



2. If reading(s) are not within specifi ed range, check and clean connections and retest.

3. If reading(s) are still not within specifi ed range, test coils separately from main harness as follows: a. Remove screw retaining coil to housing and disconnect primary leads connector.

b. Connect an ohmmeter set on Rx1 scale to primary terminals of coil. Primary resistance should be 0.5-0.8 Ω.

c. Connect an ohmmeter set on Rx10K scale between spark plug boot terminal and B+ primary terminal. Secondary resistance should be 6400-

7800 Ω.

d. If secondary resistance is not within specifi ed range, coil is faulty and needs to be replaced.

FUEL COMPONENTS

WARNING



PRESSURE.


Fuel Pump

Fuel pump module is not serviceable and must be replaced if determined to be faulty. If a fuel pump problem is suspected, make certain pump is being activated, all electrical connections are properly secured, fuses are good, and a minimum of 7.0 volts is being supplied. If during cranking, voltage drops below 7.0 volts, a reduction of fuel pressure may occur resulting in a lean starting condition. If required, testing of fuel pump may be conducted.

1. Relieve fuel pressure at fuel pump module. Fuel pump module may need to be loosened or pulled away from engine. Disconnect fuel coupler from fuel pump module and insert pressure test jumper (from

Kohler EFI Service Kit) between high pressure fuel line and fuel pump module.

2. Connect black hose of Pressure Tester. Route clear hose into a portable gasoline container or equipment fuel tank.

3. Turn on key switch to activate pump and check system pressure on gauge. It may take several key cycles to compress air introduced into system and reach regulated pressure. If system pressure of 39 psi ± 3 is observed, wiring, fuel pump, and regulator are working properly. Turn key switch OFF and depress valve button on tester to relieve system pressure.

a. If pressure is too high or too low, replace fuel pump module.

4. If pump did not activate (step 3), disconnect plug from fuel pump. Connect a DC voltmeter across terminals in plug, turn on key switch and observe if a minimum of 7 volts is present during six second prime process.


33

EFI SYSTEM

5. If no voltage is observed, connect red lead of meter to red wire of plug and black lead to a good ground while key is still ON.

6. If voltage is between 7 and 14, turn key switch OFF and connect an ohmmeter between terminals on pump to check for continuity.

a. If there was no continuity between pump terminals, replace fuel pump.

b. If voltage was below 7, test wiring harness.

7. If voltage at plug was good, and there was continuity across pump terminals, reconnect plug to pump, making sure you have a good connection. Turn on key switch and listen for pump to activate.

a. If pump starts, repeat steps 2 and 3 to verify correct pressure.

b. If pump still does not operate, replace it.

High Pressure Fuel Line

High pressure fuel line is mounted to bracket on intake manifold and #2 side baffl es. No specifi c servicing is required unless operating conditions indicate that it needs replacement. Thoroughly clean area around all joints and relieve any pressure before starting any disassembly. Detach by removing two mounting screws, wire ties, and injector retaining clips.

Purge Port and Vent Hose Assembly

No specifi c servicing is required for vent hose assembly or purge port unless operating conditions indicate replacement is required. All components are serviced individually. Abrasion sleeves on hoses should be reused or replaced when servicing vent hoses. Please note vent hose routing and replicate after service or component replacement to prevent pinching or abrasion of vent hoses. Only Kohler replacement parts can be used because fi tting is specifi c to system and must be maintained. Visit KohlerEngines.com for recommended Kohler replacement parts.

Throttle Body/Intake Manifold Assembly

NOTE: ECU Reset is required if throttle body is replaced.

Throttle body is serviced as an assembly, with throttle shaft, TPS, throttle plate, and idle speed adjusting screw installed. Throttle shaft rotates on needle bearings (non-serviceable), capped with seals to prevent air leaks.

TROUBLESHOOTING

Troubleshooting Guide

Condition

Fuel pump not running.

Faulty spark plugs.

Old/stale fuel.

Incorrect fuel pressure.

Engine Starts Hard or Fails to Start

When Cold.

Possible Cause

Crankshaft position sensor loose or faulty.

TPS set incorrect (ECU Reset and TPS Learn).

TPS faulty.

Engine temp sensor faulty.

Faulty coils.

Low system voltage.

Faulty injectors.

Faulty battery.

Loose or corroded connections.

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Condition

Faulty spark plugs.

Fuel pump not running.

Fuel pressure low.

Insuffi cient fuel delivery.

Engine Starts Hard or Fails to Start

When Hot.

Possible Cause

TPS set incorrect (ECU Reset and TPS Initialization).

Crankshaft position sensor loose or faulty.

TPS faulty.

Engine temp sensor faulty.

Faulty injectors.

Faulty spark plugs.

Engine Stalls or

Idles Roughly

(cold or warm).

Engine Misses,

Hesitates, or Stalls

Under Load.


TPS set incorrect.

TPS faulty.

Faulty engine temperature sensor.

Faulty injectors.

Fuel injector(s), fuel fi lter, fuel line, or fuel pick-up dirty/restricted.

Dirty air cleaner.

Insuffi cient fuel pressure or fuel delivery.

Vacuum (intake air) leak.

Improper governor setting, adjustment or operation.

Low Power

TPS faulty, mounting problem or TPS Initialization Procedure incorrect.

Bad coil(s), spark plug(s), or wires.

Faulty/malfunctioning ignition system.

Dirty air fi lter.


Improper governor adjustment.

Plugged/restricted exhaust.

One injector not working.

Basic engine problem exists.

TPS faulty or mounting exists.

Throttle plate in throttle body not fully opening to WOT stop (if equipped).

EFI SYSTEM


35

EFI SYSTEM

Function Test

WARNING

High Pressure Fluids can puncture skin and cause severe injury or death.

Do not work on fuel system without proper training or safety equipment.

Fluid puncture injuries are highly toxic and hazardous.

If an injury occurs, seek immediate medical attention.

Function of fuel system is to provide suffi cient delivery of fuel at system operating pressure of 39 psi ± 3. If an engine starts hard, or turns over but will not start, it may indicate a problem with EFI fuel system. A quick test will verify if system is operating.

1. Disconnect and ground spark plug leads.

2. Complete all safety interlock requirements and crank engine for approximately 3 seconds.

3. Remove spark plugs and check for fuel at tips.

a. If there is fuel at tips of spark plugs fuel pump and injectors are operating.

b. If there is no fuel at tips of spark plugs, check following:

1. Make sure fuel tank contains clean, fresh, proper fuel.

2. Make sure that vent in fuel tank is open.

3. Make sure fuel tank valve (if equipped) is fully opened.

4. Make sure battery is supplying proper voltage.

5. Check that fuses are good, and that no electrical or fuel line connections are damaged or broken.

6. Test fuel pump module operation as described earlier under Fuel Pump.

Fault Codes

Example of Diagnostic Display

One second pause

(1)

One second pause

One second pause

Three second pause

One second pause

(1)

(6)

(7)

(0)

(0)

End Code 61

Fault

Code

0107

Diagnostic Fault Code Summary

Fault Code

0031

0032

0107

0108

0112

0113

0117

0118

0122

0123

0131

0132

0171

0172

0174

0201

0202

Connection or Failure Description

Oxygen Sensor Heater Circuit High Voltage

Oxygen Sensor Heater Circuit Low Voltage

Manifold Absolute Pressure Sensor Circuit Low Voltage or Open

Manifold Absolute Pressure Sensor Circuit High Voltage

Intake Air Temperature Sensor Circuit Low Voltage

Intake Air Temperature Sensor Circuit High Voltage or Open

Coolant/Oil Temperature Sensor Circuit Low Voltage

Coolant/Oil Temperature Sensor Circuit High Voltage or Open

Throttle Position Sensor Circuit Low Voltage or Open

Throttle Position Sensor Circuit High Voltage

Oxygen Sensor 1 Circuit Low Voltage, or Open

Oxygen Sensor 1 Circuit High Voltage

Maximum Adaptation Limit Exceeded

Minimum Adaptation Limit Exceeded

Lean Fuel Condition at High Load (Open Loop)

Injector 1 Circuit Malfunction

Injector 2 Circuit Malfunction

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EFI SYSTEM

0230

0232

0336

0337

0351

0352

0562

0563

1693

Fuel Pump Module Circuit Low Voltage or Open

Fuel Pump Module Circuit High Voltage

Crankshaft Position Sensor Noisy Signal

Crankshaft Position Sensor No Signal

Cylinder 1 Ignition Coil Malfunction

Cylinder 2 Ignition Coil Malfunction

System Voltage Low

System Voltage High

Tach Output (ECU) Low

1694

61

Tach Output (ECU) High

End of Code Transmission

ECU continuously monitors engine operation against preset performance limits. If operation is outside limits,

ECU activates MIL, if equipped, and stores a diagnostic code in its fault memory. If component or system returns to proper function, ECU will turn off MIL. If MIL stays illuminated, it warns customer a fault is currently happening, and dealer service is required. Upon receipt, dealer technician can access fault code(s) to help determine what portion of system is malfunctioning.

Codes are accessed through key switch and displayed as blinks or fl ashes of MIL. Access codes as follows:

A MIL may not be provided with engine. If equipment manufacturer has not added a MIL to equipment, one can be added easily for quick diagnostics. Main engine to vehicle connection will have a tan wire which is ground for MIL. Either incandescent or LED type bulbs can be used for MIL as long as they do not draw more than 0.1 amps. Bulb needs to be rated at 1.4 Watts or less, or needs to have a total resistance of 140 Ω or more. LEDs typically draw less than 0.03 amps. Attach

+12 volts to positive terminal of bulb and attach ground terminal of bulb to tan wire.

1. Check that battery voltage is above 11 volts.

Diagnostic Code Summary

2. Start with key switch OFF.

Code 0031

3. Turn key switch to ON and OFF, then ON and OFF, then ON, leaving it on in third sequence. Do not start engine. Time between sequences must be less than

2.5 seconds.

4. MIL will blink a series of times. Number of times MIL blinks represents a number in blink code.

5. A sequence of four digits make up a fault code.

There is a one (1) second pause between blinks of a fault code. There is a three (3) second pause between separate fault codes. After fault code(s) are blinked a two digit 61 is blinked to indicate program has completed.

Component: Oxygen Sensor Heater

Fault: O2S Heater Circuit High Voltage

Condition: System voltage too high, shorted connection or faulty sensor.

Conclusion: Oxygen Sensor Related

● Sensor connector or wiring problem.

● Sensor damaged.

● Pin circuit wiring or connectors at Black

7.

ECU Related

● ECU-to-harness connection problem.

a. It’s a good idea to write down codes as they appear, as they may not be in numerical sequence.

b. Code 61 will always be last code displayed, indicating end of code transmission. If code 61 appears immediately, no other fault codes are present.

Code 0032

Component: Oxygen Sensor Heater

Fault: O2S Heater Circuit Low Voltage

Condition: System voltage too low, open connection or faulty sensor.

Conclusion: Engine Wiring Harness Related

● Pin circuit wiring or connectors.

ECU black pin 7 or broken wire.

After problem has been corrected, fault codes may be cleared by following ECU Reset and TPS Learn

Procedures.

Diagnostic Fault Code Summary lists fault codes, and what they correspond to. Diagnostic Code Summary is a list of individual codes with an explanation of what triggers them, what symptoms might be expected, and probable causes.

Oxygen Sensor Related


Poor system ground from ECU to engine or battery to engine.


37

EFI SYSTEM

Code 0107

Component: Manifold Absolute Pressure Sensor

Fault: MAP Circuit Low Voltage or Open

Condition: Intake manifold leak, open connection or faulty sensor.

Conclusion: MAP Sensor Related

● Sensor malfunction.

● Vacuum leaks from loose manifold or sensor.

Wire Harness Related

● Poor grounding or open circuit.

● Wire harness and connectors loose, damaged or corroded.


10, 11 and 16.

Bad TPS Learn.

Code 0108

Component: Manifold Absolute Pressure Sensor

Fault: MAP Circuit High Voltage

Condition: Intake manifold leak, shorted connection or faulty sensor.

Conclusion: MAP Sensor Related

● Sensor malfunction.

● Vacuum leaks from loose manifold or sensor.

Wire Harness Related

● Poor grounding.


11.

Bad TPS Learn.

Code 0112

Component: Intake Air Temperature Sensor

Fault: Intake Air Temperature Sensor Circuit

Low Voltage

Condition: Shorted connection, faulty sensor or shorted wire.

Conclusion: Temperature Sensor Related

● Sensor wiring or connection.

Engine Wiring Harness Related

● Pin circuits Black 10 and Black 8 may be damaged or routed near noisy signal (coils, alternator, etc.).


Code 0113

Component: Intake Air Temperature Sensor

Fault: Intake Air Temperature Sensor Circuit

High Voltage or Open

Condition: Shorted connection, faulty sensor, broken wire or connection.




● Pin circuits ECU Black pin 10 and 8 may be damaged.

● ECU-to-harness connection problem or broken wire.

Code 0117

Component: Coolant/Oil Sensor

Fault: Coolant/Oil Temperature Sensor Circuit

Low Voltage

Condition: Shorted connection, faulty sensor or shorted wire.




● Pin circuits Black 10 and Black 14 maybe damaged or routed near noisy signal (coils, stator, etc.).


Code 0118

Component: Coolant/Oil Sensor

Fault: Coolant/Oil Temperature Sensor Circuit

High Voltage or Open

Condition: Shorted connection, faulty sensor, open connection or broken wire.




● Pin circuits ECU Black pin 10 and 14 may be damaged.

● ECU-to-harness connection problem or broken wire.

System Related

● Engine is operating above 176°C

(350°F) temperature sensor limit.

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EFI SYSTEM

Code 0122

Component: Throttle Position Sensor (TPS)

Fault: TPS Circuit Low Voltage or Open

Condition: Open connection, broken wire or faulty sensor.

Conclusion: TPS Related

● TPS bad or worn internally.


● Broken or shorted wire in harness.

ECU Black pin 10 to TPS pin 1.



Throttle Body Related

● Throttle shaft inside TPS worn, broken, or damaged.

● Throttle plate loose or misaligned.

● Throttle plate bent or damaged allowing extra airfl ow past, or restricting movement.

ECU Related

● Circuit providing voltage or ground to

TPS damaged.

● TPS signal input circuit damaged.

Code 0123

Component: Throttle Position Sensor (TPS)

Fault: TPS Circuit High Voltage

Condition: Shorted connection or faulty sensor.

Conclusion: TPS Sensor Related

● Sensor connector or wiring.

● Sensor output affected or disrupted by dirt, grease, oil, wear.

● Sensor loose on throttle body manifold.

Throttle Body Related

● Throttle shaft or bearings worn/ damaged.


● ECU pins Black 10, 12 and 16 damaged (wiring, connectors).

● ECU pins Black 10, 12 and 16 routed near noisy electrical signal (coils, alternator).

● Intermittent 5 volt source from ECU

(pin Black 16).


Code 0131

Component: Oxygen Sensor

Fault: O2S 1 Circuit Low Voltage

Condition: Open connection, broken wire or faulty sensor.



● Sensor contaminated, corroded or damaged.

● Poor ground path.


ECU Black pin 10 or 17.

TPS Learn Procedure Incorrect

● Lean condition (check oxygen sensor signal with VOA and see Oxygen

Sensor section).

Engine wiring harness related such as a cut wire, broken or pinched.

Code 0132

Component: Oxygen Sensor

Fault: O2S 1 Circuit High Voltage

Condition: Shorted connection or faulty sensor.



● Sensor contaminated or damaged.



ECU Black pin 10 or Black pin 17.


● Difference in voltage between sensed voltage and actual sensor voltage.

● Short in wire harness.


39

EFI SYSTEM

Code 0171

Component: Fuel System

Fault: Maximum adaptation limit exceeded

Condition: Fuel inlet screen/fi lter plugged, low pressure at high pressure fuel line, TPS malfunction, shorted connection, faulty sensor, low fuel or wrong fuel type.


● Corrosion or poor connection.


● Air leak into exhaust.



ECU Black pin 10 or Black pin 17.

TPS Sensor Related

● Throttle plate position incorrect during

Learn procedure.

● TPS problem or malfunction.



● Problem in wiring harness.


Systems Related

● Ignition (spark plug, plug wire, ignition coil).

● Fuel (fuel type/quality, injector, fuel pressure too low, fuel pump module or lift pump).

● Combustion air (air cleaner dirty/ restricted, intake leak, throttle bores).

● Base engine problem (rings, valves).

● Exhaust system leak (muffl er, fl ange, oxygen sensor mounting boss, etc.).

● Fuel in crankcase oil.

Code 0172


Fault: Minimum adaptation limit exceeded

Condition: Too high pressure at high pressure fuel line, TPS malfunction, shorted connection, faulty sensor or fuel pump module failure.






ECU Black pin 10 or 17.

TPS Sensor Related

● Throttle plate position incorrect during

Learn procedure.

● TPS problem or malfunction.



● Problem in wiring harness.


Systems Related

● Ignition (spark plug, plug wire, ignition coil).

● Fuel (fuel type/quality, injector, fuel pressure too high, fuel pump module or lift pump).

● Combustion air (air cleaner dirty/ restricted).

● Base engine problem (rings, valves).

● Fuel in crankcase oil.

● Fuel pump module is over fi lled.

● Lift pump diaphragm is ruptured.

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Code 0174


Fault: Lean fuel condition

Condition: Fuel inlet screen/fi lter plugged, low pressure at high pressure fuel line, TPS malfunction, shorted connection or faulty sensor.

Conclusion: TPS Learn Incorrect

● Lean condition (check oxygen sensor signal with VOA and see Oxygen

Sensor).



ECU pin Black 10, 12, 16 and 17.

Low Fuel Pressure

● Plugged fi lters.

● Bad lift pump.

Oxygen Sensor Related


● Exhaust leak.

● Poor ground.

Poor system ground from ECU to engine, causing rich running while indicating lean.

Fuel pump module connection. See Fuel

Components.

Code 0201

Component: Fuel Injector

Fault: Injector 1 Circuit Malfunction

Condition: Injector damaged or faulty, shorted or open connection.

Conclusion: Injector Related

● Injector coil shorted or opened.



ECU pin Black 5.

● Wiring from Ignition.

ECU Related

● Circuit controlling injector #1 damaged.

EFI SYSTEM

Code 0202

Component: Fuel Injector

Fault: Injector 2 Circuit Malfunction

Condition: Injector damaged or faulty, shorted or open connection.

Conclusion: Injector Related

● Injector coil shorted or opened.



ECU pin Black 6.

● Wiring from Ignition.

ECU Related

● Circuit controlling injector #2 damaged.

Code 0230

Component: Fuel Pump

Fault: Circuit Low Voltage or Open

Condition: Shorted or open connection.

Conclusion: Fuel Pump Related

● Fuel pump module open or shorted internally.

Engine Wiring Harness related


ECU pin Black 9 or Grey 17.

ECU Related

● ECU is damaged.

Code 0232

Component: Fuel Pump

Fault: Circuit High Voltage

Condition: Shorted connection.

Conclusion: Fuel Pump Related

● Fuel pump module damaged internally.

Charging Output System Too High.


41

EFI SYSTEM

Code 0336

Component: Crankshaft Position Sensor

Fault: Crankshaft Position Sensor Noisy Signal

Condition: Air gap incorrect, loose sensor, faulty/bad battery, shorted or faulty connection, faulty sensor or faulty sensor grounding.

Conclusion: Crankshaft Position Sensor Related


● Sensor loose or air gap incorrect.

Crankshaft Position Sensor Wheel

Related

● Damaged teeth.

● Gap section not registering.



ECU pin Black 4 and Black 13.


Ignition System Related

● Non-resistor spark plug(s) used.

● Faulty or disconnected ignition coil or secondary lead.

Code 0337

Component: Crankshaft Position Sensor

Fault: Crankshaft Position Sensor No Signal

Condition: Air gap incorrect, loose sensor, open or shorted connection or faulty sensor.

Conclusion: Crankshaft Position Sensor Related


● Sensor loose or air gap incorrect.

Crankshaft Position Sensor Wheel

Related

● Damaged teeth.



ECU pin Black 4 or Black 13.


If code is stored in fault history and starts normally. Clear code, no other service required.

Code 0351

Component: Ignition Coil

Fault: Cylinder 1 Ignition Coil Malfunction

Condition: Broken wire in harness (may not be visible), shorted connection or faulty sensor.


● Connection to ignition or fuse.


● ECU pin Black 1.



● Incorrect spark plug(s) used.

● Poor connection to spark plug.

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Code 0352

Component: Ignition Coil

Fault: Cylinder 2 Ignition Coil Malfunction

Condition: Broken wire in harness (may not be visible), shorted connection or faulty sensor.


● Connection to ignition or fuse.


ECU pin Grey 10.



● Incorrect spark plug(s) used.

● Poor connection to spark plug.

Code 0562

Component: System Voltage

Fault: System Voltage Low

Condition: Faulty voltage regulator, bad fuse or shorted connection.

Conclusion: Corroded Connections

Bad Stator

Bad Battery

● Low output charging system.

● Poor magnet in fl ywheel.

● Bad or missing fuse.

Code 0563

Component: System Voltage

Fault: System Voltage High

Condition: Faulty voltage regulator or shorted connection.

Conclusion: Faulty Rectifi er-Regulator

Bad Stator.

Bad Battery.

Code 1693

Component: Tach Output (ECU)

Fault: Tach Circuit Low

Condition: Tachometer output circuit short to ground.

Conclusion: Bad Tach Wire (grounded).

GCU circuit short to ground.

Code 1694

Component: Tach Output (ECU)

Fault: Tach Circuit High

Condition: Tachometer output circuit short to battery.

Conclusion: ECU or GCU circuit error.

Code 61

Component: End of Code Transmission

62 690 05 Rev. --

EFI SYSTEM

Troubleshooting Flow Chart

Following fl ow chart provides an alternative method of troubleshooting EFI system. Chart will enable you to review entire system in about 10-15 minutes. Using chart, accompanying diagnostic aids (listed chart), and any signaled fault codes, you should be able to quickly locate any problems within system.

Flow Chart Diagnostic Aids

Diagnostic Aid #1 SYSTEM POWER

(MIL does not illuminate when key is turned ON)

NOTE: MIL is installed by vehicle OEM. Twelve volt supply to bulb will be part of vehicle wire harness. Kohler key switch model will have MIL on engine with 12V supply to bulb.

Conclusion

● Battery

● Main system fuse

● MIL light bulb burned out

● MIL electrical circuit problem

Pin circuits Grey 3.

● Ignition switch

● Permanent ECU power circuit problem

Pin circuit Black 18.

● Switched ECU power circuit problem

Pin circuit Black 15.

● ECU grounds

● ECU

Diagnostic Aid #2 FAULT CODES

Refer to Diagnostic Fault Code Summary.

Diagnostic Aid #3 RUN/ON

(MIL remains ON while engine is running)*

Condition

NOTE: Either incandescent or LED type bulbs can be used for MIL as long as they do not draw more than 0.1 amps. Bulb needs to be rated at 1.4

Watts or less, or needs to have a total resistance of 140 Ω or more. LEDs typically draw less than

0.03 amps.

All current fault codes will turn on MIL when engine is running.

Diagnostic Aid #4 CRANKSHAFT POSITION SENSOR

(MIL does not turn off during cranking)

Condition

● Crankshaft position sensor

● Crankshaft position sensor circuit problem, pin circuits

Black 4 and Black 13.

● Crankshaft position sensor/toothed wheel air gap

● Toothed wheel

● Flywheel key sheared

● ECU

Diagnostic Aid #5 FUEL PUMP

(fuel pump not turning on)

Condition

● Main fuse

● Fuel pump circuit problem, pin circuits Black 9 and

Grey 17.

● Fuel pump module

Diagnostic Aid #6 IGNITION SYSTEM

(no spark)

Condition

● Spark plug

● Plug wire

● Coil

● Coil circuit(s), pin circuits Grey 10 and Black 1.

● ECU grounds

● ECU

● Vehicle safety interlocks, ground signal on safety wire.

Diagnostic Aid #7 FUEL SYSTEM ELECTRICAL

(no fuel delivery)

Condition

● No fuel

● Air in high pressure fuel line

● Fuel valve shut OFF

● Fuel fi lter/line plugged

● Injector circuit(s), pin circuits Black 5 and Black 6

● Injector

● ECU grounds

● ECU

● Lift pump not working

Diagnostic Aid #8 FUEL SYSTEM

(fuel pressure)

Low Fuel Pressure-Condition

● Low fuel

● Fuel fi lter plugged

● Fuel supply line plugged

● Lift fuel pump - insuffi cient fuel supply

● Fuel pump (lift or module) - internally plugged

Low Fuel Pressure-Condition

● Pressure regulator not functioning properly inside fuel pump module.

Diagnostic Aid #9 BASIC ENGINE

(cranks but will not run)

Condition

● Refer to basic engine troubleshooting charts within

Troubleshooting, Electronic Fuel Injection System and

Electrical System.


43

EFI SYSTEM

EFI Diagnostic Flow Diagram

START OF TEST

PROCEED TO START OF TEST FOR RETEST

KEY ON

MALFUNCTION

INDICATOR LIGHT

ON

ARE FAULT CODES

PRESENT?

NO

NO

YES

REFER TO DIAGNOSTIC AID #1

SYSTEM POWER

REFER TO

DIAGNOSTIC FAULT CODE SUMMARY

CLEAR CODES

DOES ENGINE START?

YES MIL GOES OFF?

NO


RUN/ON

NO

CRANK ENGINE.

DOES MIL GO OFF?

YES

KEY OFF AND KEY ON

1

.

LISTEN FOR FUEL PUMP.

YES

NO

OPERATE AT VARIOUS SPEED/

LOAD CONDITIONS

ARE FAULT CODES

PRESENT?

NO

END OF TEST

YES

REFER TO DIAGNOSTIC

FAULT CODE SUMMARY

CLEAR CODES

DOES FUEL PUMP CYCLE

ON THEN OFF AFTER 1–2

SECONDS 2 ?

YES

WHILE CRANKING, CHECK

IGNITION SYSTEM

NO


CRANKSHAFT POSITION SENSOR


FUEL PUMP

SPARK?

YES

WHILE CRANKING, CHECK

INJECTOR FUEL DELIVERY.

NO


IGNITION SYSTEM

WET SPARK PLUG?

YES

INSTALL IN-LINE PRESSURE

GAUGE AND KEY ON.

NO


FUEL SYSTEM ELECTRICAL

FUEL PRESSURE

IN SPECIFICATION?

NO


FUEL SYSTEM

YES


BASIC ENGINE

1. After turning key to OFF, wait 10 seconds before turning to ON to allow ECU to go to sleep.

2. Fuel pump module can be heard or a vibration can be felt to establish pump cycle. Fuel pump module will run for one 4-6 second cycle when

ECU wakes up after being asleep.

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Governor System

GOVERNOR

These engines are equipped with an electronic governor or a mechanical governor.

ELECTRONIC GOVERNOR

Components

A

D

E

B

F

H

G

A

B

J

I

C

A

E

Governor Control

Unit (GCU)

Connector

B

F

Digital Linear

Actuator (DLA)

Throttle Body

Assembly

I

Throttle Linkage

J

Plastic Linkage

Retaining Clip

Electronic governor regulates engine speed at varying loads. Typical electronic governor includes:

● Digital linear actuator (DLA).

● Throttle linkage.

● Linkage spring.

● Linkage retaining clip.

● Governor control unit (GCU).

Digital Linear Actuator (DLA)

Energizing bi-directional digital linear actuator coils in proper sequence, causes threaded shaft to move out of, or back into rotor, in precise linear increments. When power is removed, actuator shaft remains in position.

DLA must initialize (fully extend) to move throttle plate to closed position, and partially open for starting. Correct adjustment of DLA is critical to achieve full range of throttle plate movement. See Adjustment.

C

G

DLA Throttle Plate

Mounting Screws

Throttle Body Lever

Adapter

D

H

Wiring Harness

Linkage Spring

Governor control unit (GCU) senses engine speed by pulse voltage inputs from EFI ECU module. GCU regulates engine speed by variable input voltage from a customer-supplied source.

NOTE: Actual speeds depend on application. Refer to equipment manufacturer’s recommendations.

Potentiometer Specifi cations

Wiper Voltage

0-1

Engine Speed (RPM)

Low Speed Endpoint

1-9

9-16

Variable Speed Endpoint

High Speed Endpoint


45

Governor System

Linkage

NOTE: Throttle linkage spring must be in place and installed correctly to ensure proper throttle operation and performance.

Throttle linkage spring will fully open throttle plate if linkage becomes detached from DLA. This will create an overspeed condition causing engine to shut down. DLA shaft will have to be manually screwed back into body, and then retracted before reassembling linkage.

Adjustment

DLA Details

B

B

A

G

E

F

C

D

A

C

4. Place clevis shaft into actuator. Rotate clevis shaft clockwise 3 full turns, applying slight pressure, until you feel clevis shaft keyway make contact with key in actuator. When clevis shaft is installed properly fl at of clevis will be aligned with two mounting holes.

NOTE: Continuing to rotate clevis shaft after it has made contact with keyway will damage keyway or actuator.

5. Confi rm that key and keyway are in alignment, by hand, press clevis shaft into actuator. It will take a reasonable amount of pressure to do this. If shaft will not move inward, do not force it. Remove clevis shaft and repeat previous step.

6. Reinstall DLA into bracket, torque screws to 7.3 N·m

(65 in. lb.), and connect linkage.

GCU/Harness Diagnostics and Troubleshooting

NOTE: It is important to use proper sized probes to perform these tests. Probes that are incorrect size can damage connector or harness plug.

Ground and Power Tests

1. Switch key to OFF position.

2. Remove GCU from bracket and unplug wiring harness.

These two tests check for power and ground supply to GCU. If either test fails, check if harness, electrical connections, or electrical system need repair.

Test 1 Probe Location

A

C

DLA

Clevis

B

D

Mounting Holes

Keyway

E

Clevis Shaft

F

Rubber Boot

G

Keys

DLA must be in fully retracted position during assembly.

Full range of throttle plate movement will not be achieved if DLA is partially extended when assembled.

Loosen DLA mounting plate screws located on side of actuator plate. With throttle linkage secured with a retaining clip at end of DLA shaft, slide DLA bracket assembly back until throttle plate is fully open. Torque mounting plate screws to 10.2 N·m (90 in. lb.).

Proper link/spring assembly is critical. Insert spring hook tab of spring through DLA clevis hole until it exits opposite side, and tab of spring is allowed to snap into position. Hook opposite “hook” end of spring through throttle body lever adapter hole before inserting z-bend of link into throttle body lever adapter. Pay close attention not to stretch/over extend spring or damage to spring may occur.

If clevis shaft becomes overextended or disconnected from actuator reinstall as follows:

1. Disconnect linkage and remove DLA from bracket.

2. Remove clevis shaft completely out of DLA.

3. Reinstall rubber boot onto DLA if required.

A

A

Probe Location for Ground Test 1.

Test 1: Identify probe location in connector. Using a continuity tester, check for a good ground. If ground is faulty, inspect unit ground, battery ground, connectors, and wiring harness. Clean or fi x connections or replace any faulty parts.

If test 1 checks OK, locate probe location in connector, and check using test 2.


62 690 05 Rev. --


A


Governor System

A

A

Probe Location for Voltage Test 2.

Test 2: Identify probe location in connector. Using a

12 volt meter test for voltage. Turn key switch to ON position. Voltage should be within +/- 1 volt of battery voltage. If voltage is within +/- 1 volt of battery voltage, harness is OK, replace GCU. If not within +/- 1 volt of battery voltage, check connections and replace wiring harness if necessary.

Ohms Tests

1. Remove GCU from bracket and unplug wiring harness.

These two tests are for measuring resistance of DLA circuit that sends a signal to GCU. If either test fails,

DLA is no good and should be replaced. If both tests are good, DLA is neither shorted or open, it is good. Another component, connection, or input is most likely at fault.


A

Probe Locations for OHMs Test 2.

Test 2: Identify probe locations in connector. Using a digital multi-meter set to lowest scale (0-200 ohms), place probes onto harness making sure of a good connection. Resistance should be between 47.7 and

58.3 ohms.

If either test 1 or 2 fail resistance test, fault could also be caused by a break/cut in wiring harness. Inspect and test for a potential harness issue prior to replacing DLA assembly.

Speed Control Input

A

A

A

Probe Locations for OHMs Test 1.

Test 1: Identify probe locations in connector. Using a digital multi-meter set to lowest scale (0-200 ohms), place probes onto harness making sure of a good connection. Resistance should be between 47.7 and

58.3 ohms.

If test 1 checks OK, locate wire ends in connector and check using test 2.

A

Red Wire with Yellow Tracer.

This connection is a single wire red with yellow tracer.


47

Governor System

GCU Blink Code Tests

Speed control issues can also be diagnosed utilizing on-board Blink Code diagnostic lights equipped in GCU.

These GCUs store blink codes/trouble codes, that can be quickly diagnosed using blink code charts.

A

A

B

Green LED Light

B

Yellow LED Light

GCU Blink Codes for Software Stored Codes - Activated when key is turned to ON position.

Failure Condition Possible Causes Response

Response

Time

LED Diagnostics

Yellow LED Green LED

Speed Error

Watchdog Interrupt RFI interference Ground to kill, close throttle plate

BLINKS

BLINKS

ON

BLINKS

Overtemp

Software bug

Overspeed (Over

4500 RPM for 0.5 seconds sustained)

Excessive Battery

Voltage (> 18v for

0.5 seconds)

Lightning

External noise on ECU input

Frozen throttle plate

DLA failure

Mechanical bindage

Open battery voltage on B+

24 V battery (not compatible with system, 12 V battery only)

Ground to kill, close throttle plate


1 second delay

0.5 seconds

ON

OFF

ON

ON


62 690 05 Rev. --

Governor System

GCU Blink Codes for Software Running Codes - Activated when engine is running.

Failure Condition Possible Causes Response

Response

Time

Running Normally

RPM Too High

RPM Too Low

Missing Pulse

(Normal RPM)

Missing Pulse

(RPM Too High)

Missing Pulse

(RPM Too Low)

Sleep Mode

Mechanical bindage

Mechanical bindage

Faulty ECU

Faulty ECU wiring

Faulty ECU

Faulty ECU wiring

Faulty ECU

Faulty ECU wiring

Power at GCU with no ECU pulses (left in run mode)

None

None

None

LED Diagnostics

Yellow LED Green LED

BLINKS

ON

BLINKS

BLINKS

ON

BLINKS

BLINKS

ON

ON

OFF

System shutdown 30 minutes OFF

ON

ON

OFF

Watchdog Interrupt RFI interference

Overtemp

Software bug

Lightning

Overspeed (Over

4500 RPM for 0.5 seconds sustained)

External noise on ECU input

Frozen throttle plate

DLA failure

Mechanical bindage


N/A BLINKS

ON

OFF

OFF

Excessive Battery

Voltage (> 18v for

0.5 seconds)

Open battery voltage on B+

24 V battery (not compatible with system, 12 V battery only)


1 second delay

0.5 seconds

OFF OFF


49

Governor System

Electronic Governor Troubleshooting Flow Chart

Turn off key switch.

Do Not Touch Digital Linear Actuator (DLA)

NOTE: DLA is not a solenoid. It is a precision electronic motor. Do not exert force to center clevis shaft!

Visually inspect DLA and Linkage. See illustrations on page 45.

Fail if Pass if

Confi rm that:

1. Clevis shaft and boot in place.

2. Clip attached.

3. DLA wire attached.

Clevis shaft and boot are out of DLA.

Arm and boot installation as follows, see illustrations on pages 45 and 46.

1. Remove DLA from bracket.

2. Pull clevis shaft completely out of DLA.

3. Reinstall boot on DLA if required.

4. Do Not push or force clevis shaft into body, it must fi rst be threaded and correctly aligned. Improper installation

can permanently damage DLA.

5. Lightly insert clevis shaft into body of DLA.

6. Thread 3 full turns or until you feel internal key touch. Flat surface clevis should be in alignment with DLA

mounting holes.

7. Firmly push DLA to bottom.

8. Connect clip.

9. Connect wire.

Start/test run unit for engine speed control operation.

Fail

Proper link/spring assembly is critical. Insert spring hook tab of spring through DLA clevis hole until it exits opposite side, and tab of spring is allowed to snap into position (see page 45). Hook opposite "hook" end of spring through throttle lever hole before inserting z-bend of link into throttle lever. Pay close attention not to stretch/over extend spring or damage to spring may occur.

Pass

Go to 12 Volt Power Test on next page.

Test control system of equipment. Refer to Equipment

Manufacturer’s diagnostic procedures for control system.


62 690 05 Rev. --

Governor System

Electronic Governor Troubleshooting Flow Chart Continued

Locate Speed Control input wire. This connection is a single wire red with yellow tracer.

See illustration on page 47.

12 Volt

Power

Test

Unplug and connect a jumper wire to red wire with a yellow tracer on engine wire harness.

Start engine in normal manner as described in Owner’s Manual. (Engine will initially operate at speed it was last run or shut down, then will go to idle).

Attach open end of jumper wire to positive (+) battery terminal.

Engine speed increases

(if it was at low speed).

Fail

Pass

Operation Input Voltage:

0-1 Volts at Idle/9+ Volts at High Speed.

Kohler electronic governor system tests OK. Test control system of equipment. Refer to Equipment

Manufacturer’s diagnostic procedures for control system.

Engine speed does not change.

Review GCU blink codes with chart on page 49 to identify if a system condition is present.

Proceed to Ground/Power and OHMs test for GCU. Refer to page 46.

Remove GCU and unplug wiring harness. See illustration on page 45.

GCU Circuit Test.

Inspect wiring harness for broken wire or bad connections. (Repair/Replace as required).

Test supply ground circuit to GCU using a continuity OHM/tester. Refer to page 46.

62 690 05 Rev. --

Continued on next page

KohlerEngines.com

51

Governor System

Electronic Governor Troubleshooting Flow Chart Continued

Turn key switch to ON position. Test supply voltage to GCU using volt meter. Refer to page 47 (battery voltage +/- 1 volt) Note: Prevent Damage to Connector. Do Not Use Oversized Probe Tips.

Proceed to DLA Circuit Test.

Test 1: Identify wire ends in connector. Using a digital multi-meter set to lowest scale (0-200 ohms) place probes onto harness making sure of a good connection. Resistance should be between 47.7 and 58.3 ohms.

Refer to page 47.

Test 2: Identify wire ends in connector. Using a digital multi-meter set to lowest scale (0-200 ohms) place probes onto harness making sure of a good connection. Resistance should be between 47.7 and 58.3 ohms.

Refer to page 47.

If either test fails, DLA is no good and should be replaced. If both tests are good, DLA is neither shorted or open, and should be good. Another component, connection, or input is most likely at fault.

Basic Electrical Diagram of Electronic Governor System

B+

10

Power

8

12

13

Device

Ground

Speed Signal

14

Green LED Light

*

Yellow LED Light

*

DLA Driver

Controls

6

7

1

2

Application Supplied

Speed Control Input

1B

1A

2A

ECU Speed Output

(speed signal)

2B

ECU

DLA

52

Operation Input Voltage:

0-1 Volts at Idle/9+ Volts at High Speed

KohlerEngines.com

62 690 05 Rev. --

Governor System

MECHANICAL GOVERNOR

Governed speed setting is determined by position of throttle control. It can be variable or constant, depending on engine application.

Governor is designed to hold engine speed constant under changing load conditions. Governor gear/fl yweight mechanism is mounted inside crankcase and is driven off gear on camshaft.

Components

I

A

J

B

K

J

K

Inside Engine

C

D

E

F

G

H

A

Throttle Lever

B

E

Governor Gear Shaft

F

Control Bracket

Governor Lever

C

G

Throttle Linkage

Governor Spring

D

H

Linkage Spring

Idle Spring

I

Governor Gear

J

This governor design works as follows:

Flyweight

K

Regulating Pin

● Centrifugal force acting on rotating governor gear assembly causes fl yweights to move outward as speed increases. Governor spring tension moves them inward as speed decreases.

● As fl yweights move outward, they cause regulating pin to move outward.

● Regulating pin contacts tab on cross shaft causing shaft to rotate.

● One end of cross shaft protrudes through crankcase. Rotating action of cross shaft is transmitted to throttle lever of throttle body through external linkage.

● When engine is at rest, and throttle is in FAST position, tension of governor spring holds throttle plate open. When engine is operating, governor gear assembly is rotating. Force applied by regulating pin against cross shaft tends to close throttle plate. Governor spring tension and force applied by regulating pin balance each other during operation, to maintain engine speed.

● When load is applied and engine speed and governor gear speed decreases, governor spring tension moves governor lever to open throttle plate wider. This allows more fuel into engine, increasing engine speed. As speed reaches governed setting, governor spring tension and force applied by regulating pin will again offset each other to hold a steady engine speed.


53

Governor System

Governor Adjustments

NOTE: Do not tamper with governor setting. Overspeed is hazardous and could cause personal injury.

Initial Adjustment Procedure

Make this adjustment whenever governor arm is loosened or removed from cross shaft. Adjust as follows:

1. Make sure throttle linkage is connected to governor arm and throttle lever on throttle body.

2. Loosen nut holding governor lever to cross shaft.

3. Move governor lever toward throttle body as far as it will go (wide open throttle) and hold in this position.

4. Insert a long thin rod or tool into hole on cross shaft and rotate shaft counterclockwise (viewed from end) as far as it will turn, then torque nut to 7.1 N·m (63 in. lb.).


62 690 05 Rev. --

Lubrication System

This engine uses a full pressure lubrication system which delivers oil under pressure to crankshaft, camshaft, connecting rod bearing surfaces, and hydraulic valve lifters.

A high-effi ciency gerotor oil pump maintains high oil fl ow and oil pressure, even at low speeds and high operating temperatures. A pressure relief valve limits maximum pressure of system. Oil pan must be removed to service oil pickup, pressure relief valve, and oil pump.

Lubrication Components

D

A

C

B

G

F

I

E

B

A

F

Oil Filter

Oil Fill Tube

B

G

Back Side

Oil Fill/Dipstick

C

H

Oil Cooler

Pressure Switch

D

Cylinder Shroud

E

Oil Drain Plug

I

Oil Temperature

Switch

OIL RECOMMENDATIONS

Refer to Maintenance.

CHECK OIL LEVEL

NOTE: To prevent extensive engine wear or damage, never run engine with oil level below or above operating range indicator on dipstick.

Ensure engine is cool. Clean oil fi ll/dipstick areas of any debris.

1. Remove dipstick; wipe oil off.

2. Reinsert dipstick into tube; rest cap on tube, do not thread cap onto tube.

3. Remove dipstick; check oil level. Level should be at top of indicator on dipstick.

4. If oil is low on indicator, add oil up to top of indicator mark.

5. Reinstall and secure dipstick.

CHANGE OIL AND FILTER

Change oil while engine is warm.

1. Clean area around oil fi ll cap/dipstick and drain plug.

Remove drain plug and oil fi ll cap/dipstick. Allow oil to drain completely.

2. Clean area around oil fi lter; remove fi lter; wipe off mounting surface. Reinstall drain plug and torque to

21.4 N·m (16 ft. lb.).

new with new oil until oil reaches bottom of threads. Allow

2 minutes for oil to be absorbed by fi lter material.

4. Apply a thin fi lm of clean oil to rubber gasket on new fi lter.

5. Refer to instructions on oil fi lter for proper installation.

6. Fill crankcase with new oil. Level should be at top of indicator on dipstick.

62 690 05 Rev. --

8. Start engine; check for oil leaks. Stop engine; correct leaks. Recheck oil level.

9. Dispose of used oil and fi lter in accordance with local ordinances.

KohlerEngines.com

55

Lubrication System

OIL COOLER

NOTE: Oil cooler is mounted under cylinder shroud.

Removal of cylinder shroud is necessary to access oil cooler.

2. Remove screws securing oil cooler and tilt to clean back side.

3. Reinstall oil cooler and torque to 2.3 N·m (21 in. lb.).

OIL SENTRY

™

(if equipped)

This switch is designed to prevent engine from starting in a low oil or no oil condition. Oil Sentry

™

may not shut down a running engine before damage occurs. In some applications this switch may activate a warning signal.

Read your equipment manuals for more information.

Oil Sentry

™

pressure switch is installed in oil pan pressure port. On engines not equipped with Oil Sentry installation hole is sealed with a 1/8-27 N.P.T.F. pipe plug.

™

Installation

1. Apply pipe sealant with Tefl on ® (Loctite ® PST ® 592™

Thread Sealant or equivalent) to threads of switch.

2. Install switch into tapped hole in oil pan.

3. Torque switch to 10.7 N·m (95 in. lb.).

Testing

Compressed air, a pressure regulator, pressure gauge, and a continuity tester are required to test switch.

1. Connect continuity tester across blade terminal and metal case of switch. With 0 psi pressure applied to switch, tester should indicate continuity (switch closed).

2. Gradually increase pressure to switch. As pressure increases through range of 7-11 psi tester should indicate a change to no continuity (switch open).

Switch should remain open as pressure is increased to 90 psi maximum.

3. Gradually decrease pressure through range of 7-11 psi. Tester should indicate a change to continuity

(switch closed) down to 0 psi.

4. Replace switch if it does not operate as specifi ed.


62 690 05 Rev. --

SPARK PLUGS

CAUTION

Electrical Shock can cause injury.

Do not touch wires while engine is running.

Spark Plug Component and Details

A

B

Electrical System

Inspection

Inspect each spark plug as it is removed from cylinder head. Deposits on tip are an indication of general condition of piston rings, valves, and carburetor.

Normal and fouled plugs are shown in following photos:

Normal

Plug taken from an engine operating under normal conditions will have light tan or gray colored deposits. If center electrode is not worn, plug can be set to proper gap and reused.

Worn

C

D

A

Wire Gauge

B

C

Ground Electrode

D

Spark Plug

Gap

NOTE: Do not clean spark plug in a machine using abrasive grit. Some grit could remain in spark plug and enter engine causing extensive wear and damage.

Engine misfi re or starting problems are often caused by a spark plug that has improper gap or is in poor condition.

Engine is equipped with following spark plugs:

Gap 0.76 mm (0.03 in.)

Thread Size 14 mm

Reach 19.1 mm (3/4 in.)

Hex Size 15.9 mm (5/8 in.)

Refer to Maintenance for Repairs/Service Parts.

Service

Clean out spark plug recess. Remove plug and replace.

1. Check gap using wire feeler gauge. Adjust gap to

0.76 mm (0.03 in.).

2. Install plug into cylinder head.

3. Torque plug to 27 N·m (20 ft. lb.).

On a worn plug, center electrode will be rounded and gap will be greater than specifi ed gap. Replace a worn spark plug immediately.

Wet Fouled

A wet plug is caused by excess fuel or oil in combustion chamber. Excess fuel could be caused by a restricted air cleaner, a carburetor problem, or operating engine with too much choke. Oil in combustion chamber is usually caused by a restricted air cleaner, a breather problem, worn piston rings, or valve guides.


57


Carbon Fouled

Soft, sooty, black deposits indicate incomplete combustion caused by a restricted air cleaner, over rich carburetion, weak ignition, or poor compression.

Overheated

Chalky, white deposits indicate very high combustion temperatures. This condition is usually accompanied by excessive gap erosion. Lean carburetor settings, an intake air leak, or incorrect spark timing are normal causes for high combustion temperatures.

BATTERY

A 12-volt battery with 400 cold cranking amps (cca) is generally recommended for starting in all conditions. A smaller capacity battery is often suffi cient if an application is started only in warmer temperatures. Refer to following table for minimum capacities based on anticipated ambient temperatures. Actual cold cranking requirement depends on engine size, application, and starting temperatures. Cranking requirements increase as temperatures decrease and battery capacity shrinks.

Refer to equipment's operating instructions for specifi c battery requirements.

Battery Size Recommendations

Temperature

Above 32°F (0°C)

Battery Required

200 cca minimum

0°F to 32°F (-18°C to 0°C)

-5°F to 0°F (-21°C to -18°C)

250 cca minimum

300 cca minimum

-10°F (-23°C) or below 400 cca minimum

If battery charge is insuffi cient to turn over engine, recharge battery.

Battery Maintenance

Regular maintenance is necessary to prolong battery life.

Battery Test

To test battery, follow manufacturer's instructions.

58

KohlerEngines.com

62 690 05 Rev. --


BATTERY CHARGING SYSTEM

NOTE: Observe following guidelines to avoid damage to electrical system and components:

● Make sure battery polarity is correct. A negative (-) ground system is used.

● Disconnect rectifi er-regulator plug and/or wiring harness plug before doing any electric welding on equipment powered by engine. Also, disconnect all other electrical accessories in common ground with engine.

● Prevent stator (AC) leads from touching or shorting while engine is running. This could damage stator.

These engines are equipped with a 20 or 25 amp regulated charging system.

20/25 Amp Regulated Charging System

A

C

D

F

E

B

A

Battery

B

Starter

C

Fuse

D

Rectifi er-Regulator

E

Connector Block

F

Flywheel Stator

Assembly

Stator

Stator is mounted on crankcase behind fl ywheel. Follow procedures in Disassembly and Reassembly if stator replacement is necessary.

Rectifi er-Regulator

NOTE: When installing rectifi er-regulator, take note of terminal markings and install plug(s) accordingly.

NOTE: Disconnect all electrical connections attached to rectifi er-regulator. Testing may be performed with rectifi erregulator mounted or loose. Repeat applicable test procedure 2 or 3 times to determine condition of part.

Rectifi er-regulator is mounted on blower housing. To replace, disconnect plug(s), remove mounting screws, and ground wire or metal grounding strap.

Testing rectifi er-regulator may be performed as follows, using appropriate rectifi er-regulator tester.

To test 20/25 amp rectifi er-regulators:

1. Connect tester ground lead (with spring clamp) to body of rectifi er-regulator.

2. Connect red lead from tester to middle terminal labeled B+.

3. Connect black leads from tester to both outer AC terminals on rectifi er-regulator.

4. Plug tester into proper AC outlet/power for tester being used. Turn on power switch. POWER light should be illuminated and one of four status lights may be lit as well. This does not represent condition of part.

5. Press TEST button until a click is heard and then release. Momentarily one of four status lights will illuminate indicating partial condition of part.


59


Condition

OK (green) light comes on and stays steady.

Conclusion

20/25 amp

Disconnect tester black lead attached to 1 AC terminal and reconnect it to other AC terminal. Repeat test. If OK

(green) light comes on again, part is good and may be used.

NOTE: A fl ashing LOW light can also occur as a result of an inadequate ground lead connection. Make certain connection location is clean and clamp is secure.

Other lights come on.

Rectifi er-regulator is faulty and should not be used.


20/25 Amp Battery Charging System

NOTE: Always zero ohmmeter on each scale before testing to ensure accurate readings. Voltage tests should be made with engine running at

3600 RPM - no load. Battery must be good and fully charged.

When problems occur in keeping battery charged or battery charges at too high a rate, problem can usually be found somewhere in charging system or with battery.

To test charging system for no charge to battery:

1. Insert an ammeter in B+ lead from rectifi er-regulator.

With engine running at 3600 RPM and B+ (at terminal on rectifi er-regulator) to ground using a DC voltmeter.

If voltage is 13.8 volts or more, place a minimum load of 5 amps (turn on lights if 60 watts or more, or place a 2.5 ohm, 100 watt resistor across battery terminals) on battery to reduce voltage. Observe ammeter.

Condition Conclusion

Charge rate increases when load is applied.

Charge rate does not increase when load is applied.

Charging system is OK and battery was fully charged.

Test stator and rectifi erregulator (steps 2 and 3).

2. Remove connector from rectifi er-regulator. With engine running at 3600 RPM, measure AC voltage across stator leads using an AC voltmeter.

Condition

Voltage is 28 volts or more.

Voltage is less than 28 volts.

Conclusion

Stator is OK. Rectifi erregulator is faulty; replace.

Stator is faulty; replace.

Test stator further using an ohmmeter (steps 3 and 4).

3. With engine stopped, measure resistance across stator leads using an ohmmeter.

Resistance is 0.064/0.2 ohms.

Resistance is 0 ohms.

Resistance is infi nity ohms.

Stator is OK.

Stator is shorted; replace.

Stator is open; replace.

4. With engine stopped, measure resistance from each stator lead to ground using an ohmmeter.

Resistance is infi nity ohms

(no continuity).

Resistance (or continuity) measured.

Stator is OK (not shorted to ground).

Stator leads are shorted to ground; replace.

To test charging system for battery continuously charging at high rate:

1. With engine running at 3600 RPM, measure voltage from B+ lead to ground using a DC voltmeter.

Voltage is 14.7 volts or less.

Voltage is more than 14.7 volts.

Condition

Condition

Condition

Conclusion

Conclusion

Conclusion

Charging system is OK.

Battery is unable to hold charge; service or replace.

Faulty rectifi er-regulator; replace.

60

KohlerEngines.com

62 690 05 Rev. --

FUSES

This engine has 3 blade type automotive fuses.

Replacement fuses must have same rating as blown fuse. Use fuse chart below to determine correct fuse.

Wire Color

2 Purple Wires

1 Red Wire w/ Black Stripe

1 Red Wire w/ White Stripe

2 Red Wires

Fuse Rating

30-amp Fuse

10-amp Fuse

10-amp Fuse

Fuse Replacement

1. Shut engine off and remove key.

2. Locate fuse holders.

3. Remove fuse cover and pull out fuse.

4. Inspect fuse for a solid fusible link or a broken fusible link. Replace fuse if fusible link is broken. If you are not sure if fusible link is broken, replace fuse.

5. Insert fuse into fuse holder until it is seated properly.

Install fuse cover.



61

Starter System

NOTE: Do not crank engine continuously for more than 10 seconds. Allow a 60 second cool down period between starting attempts. Failure to follow these guidelines can burn out starter motor.

NOTE: If starter is engaged while fl ywheel is rotating, starter pinion and fl ywheel ring gear may clash and damage starter.

NOTE: If starter does not crank engine, shut off starter immediately. Do not make further attempts to start engine until condition is corrected.

NOTE: Do not drop starter or strike starter frame. Doing so can damage starter.

Engines in this series use solenoid shift starters.

Troubleshooting-Starting Diffi culties

Condition

Starter does not energize.

Possible Cause

Battery

Starter energizes but turns slowly.

Wiring

Starter Switch or Solenoid

Battery

Brushes

Transmission or

Engine

Conclusion

Check specifi c gravity of battery. If low, recharge or replace battery as necessary.

Clean corroded connections and tighten loose connections.

Replace wires in poor condition and with frayed or broken insulation.

By-pass switch or solenoid with a jumper wire. If starter cranks normally, replace faulty components. Remove and perform individual solenoid test procedure.

Check specifi c gravity of battery. If low, recharge or replace battery as necessary.

Check for excessively dirty or worn brushes and commutator.

Clean using a coarse cloth (not emery cloth).

Replace brushes if excessively or unevenly worn.

Make sure clutch or transmission is disengaged or placed in neutral. This is especially important on equipment with hydrostatic drive. Transmission must be exactly in neutral to prevent resistance which could keep engine from starting.

Check for seized engine components such as bearings, connecting rod, and piston.


62 690 05 Rev. --

Starter System

S

U

I

K

M

A

C

E

G

O

Q

SOLENOID SHIFT STARTERS

When power is applied to starter electric solenoid moves drive pinion out onto drive shaft and into mesh with fl ywheel ring gear. When pinion reaches end of drive shaft it rotates fl ywheel and cranks engine.

When engine starts and start switch is released, starter solenoid is deactivated, drive lever moves back, and drive pinion moves out of mesh with ring gear into retracted position.

Solenoid Shift Starter Components

H

I

J

G

F

E

D

K

C

O

L

N

M

B

A

Tube

Armature

Stop

Collar

Screw

Spring

Plate

Solenoid

Brush Holder

Commutator End

Plate

Bolt

T

P

Q

S

R

J

L

N

B

D

F

H

P

R

T

U

Washer

Drive

Retaining Ring

Drive End Cap

Plunger

Lever

Plug

Frame and Field

Nut

Screw

Starter Disassembly

NOTE: Do not reuse old retainer.

NOTE: Do not soak armature or use solvent when cleaning. Wipe clean using a soft cloth, or use compressed air.

1. Remove hex nut and disconnect positive (+) brush lead/bracket from solenoid terminal.

2. Remove head screws securing solenoid to starter.

3. Unhook plunger pin from drive lever. Remove gasket from recess in housing.

4. Remove thru (larger) bolts.

5. Remove commutator end plate assembly, containing brush holder, brushes, springs, and locking caps.

Remove thrust washer from inside commutator end.

6. Remove frame from armature and drive end cap.

7. Remove drive lever pivot bushing and backing plate

(if equipped) from end cap.

8. Take out drive lever and pull armature out of drive end cap.

9. Remove thrust washer from armature shaft.

10. Push stop collar down to expose retaining ring.

11. Remove retainer from armature shaft. Save stop collar.

12. Remove drive pinion assembly from armature.

13. Clean parts as required.

Inspection

Drive Pinion

Check and inspect following areas:

● Pinion teeth for abnormal wear or damage.

● Surface between pinion and clutch mechanism for nicks or irregularities which could cause seal damage.

● Check drive clutch by holding clutch housing and rotating pinion. Pinion should rotate in only 1 direction.

Brushes and Springs

Detail

A

A

Wear Limit Length

Inspect both springs and brushes for wear, fatigue, or damage. Measure length of each brush. Minimum length for each brush is 7.6 mm (0.300 in.). Replace brushes if they are worn, undersize, or condition is questionable.


63

Starter System

Armature

Components and Details

A

C

D

A

B

Commutator O.D.

B

E

Mica Insulation

C

Insulation Check

E

Continuity Check

D

Armature Coil

1. Clean and inspect commutator (outer surface). Mica insulation must be lower than commutator bars

(undercut) to ensure proper operation of commutator.

2. Use an ohmmeter set to Rx1 scale. Touch probes between 2 different segments of commutator, and check for continuity. Test all segments. Continuity must exist between all or armature is bad.

3. Check for continuity between armature coil segments and commutator segments. There should be no continuity. If continuity exists between any 2 armature is bad.

4. Check armature windings/insulation for shorting.

Shift Fork

Check that shift fork is complete, and pivot and contact areas are not excessively worn, cracked, or broken.

Brush Replacement

4 brushes and springs are serviced as a set. Use a new

Kohler brush and spring kit if replacement is necessary.

1. Perform steps 1-5 in Starter Disassembly.

2. Remove screws securing brush holder assembly to end cap (plate). Note orientation for reassembly later.

Discard old brush holder assembly.

3. Clean component parts as required.

New brushes and springs come preassembled in a brush holder with a protective sleeve that will also serve as an installation tool.

4. Perform steps 10-13 in Starter Reassembly sequence. If starter has been disassembled, installation must be done after armature, drive lever, and frame are installed.

Starter Reassembly

NOTE: Always use a new retainer. Do not reuse old retainers that have been removed.

NOTE: Correctly installed, center pivot section of drive lever will be fl ush or below machined surface of housing.

1. Apply drive lubricant to armature shaft splines. Install drive pinion onto armature shaft.

2. Install and assemble stop collar/retainer assembly.

a. Install stop collar down onto armature shaft with counter bore (recess) up.

b. Install a new retainer in larger (rear) groove of armature shaft. Squeeze with a pliers to compress it in groove.

c. Slide stop collar up and lock it into place, so recess surrounds retainer in groove. If necessary, rotate pinion outward on armature splines against retainer to help seat collar around retainer.

3. Install offset thrust (stop) washer so smaller offset of washer faces retainer/collar.

4. Apply a small amount of oil to bearing in drive end cap, and install armature with drive pinion.

5. Lubricate fork end and center pivot of drive lever with drive lubricant. Position fork end into space between captured washer and rear of pinion.

6. Slide armature into drive end cap and at same time seat drive lever into housing.

7. Install rubber grommet into matching recess of drive end cap. Molded recesses in grommet should be out, matching and aligned with those in end cap.

8. Install frame, with small notch forward, onto armature and drive end cap. Align notch with corresponding section in rubber grommet. Install drain tube in rear cutout, if it was removed previously.

fl at thrust washer onto commutator end of armature shaft.

10. Starter reassembly when replacing brushes/brush holder assembly: a. Hold starter assembly vertically on end housing, and carefully position assembled brush holder assembly, with supplied protective tube, against end of commutator/armature. Mounting screw holes in metal clips must be up/out. Slide brush holder assembly down into place around commutator, and install positive (+) brush lead grommet in cutout of frame. Protective tube may be saved and used for future servicing.

Starter reassembly when not replacing brushes/ brush holder assembly: a. Carefully unhook retaining caps from brush assemblies. Do not lose springs.

b. Position brushes back in their slots so they are fl ush with I.D. of brush holder assembly. Insert brush installation tool (with extension), or use tube described above from a prior brush installation, through brush holder assembly, so holes in metal mounting clips are up/out.


62 690 05 Rev. --

Starter System

c. Install brush springs and snap on retainer caps.

d. Hold starter assembly vertically on end housing, and carefully place tool (with extension) and assembled original brush holder assembly onto end of armature shaft. Slide brush holder assembly down into place around commutator, install positive (+) brush lead grommet in cutout of frame.

11. Install end cap onto armature and frame, aligning thin raised rib in end cap with corresponding slot in grommet of positive (+) brush lead.

12. Install thru bolts and brush holder mounting screws. Torque bolts to 5.6-9.0 N·m (49-79 in. lb.) and brush holder mounting screws to 2.5-3.3 N·m (22-29 in. lb.).

13. Hook plunger behind upper end of drive lever and install spring into solenoid. Insert mounting screws through holes in drive end cap. Use these to hold solenoid gasket in position, then mount solenoid. Torque screws to

4.0-6.0 N·m (35-53 in. lb.).

14. Connect positive (+) brush lead/bracket to solenoid and secure with nut. Torque nut to 8-11 N·m (71-97 in. lb.). Do not overtighten.

Solenoid Tests

NOTE: DO NOT leave 12 volt test leads connected to solenoid for any time over what is necessary for performing each of individual tests. Internal damage to solenoid may occur.

Disconnect all leads from solenoid including positive brush lead attached to lower stud terminal. Remove mounting hardware and separate solenoid from starter for testing.

To test solenoid pull-in coil/plunger:

Actuation

1. Use a 12 volt power supply and 2 test leads.

2. Connect 1 lead to fl at spade S/start terminal on solenoid. Momentarily connect other lead to lower large post terminal.

When connection is made solenoid should energize

(audible click) and plunger retract. Repeat test several times.

Continuity

1. Use an ohmmeter set to audible or Rx2K scale, and connect 2 ohmmeter leads to 2 large post terminals.

2. Perform solenoid pull-in coil/plunger actuation test and check for continuity. Ohmmeter should indicate continuity. Repeat test several times.

To test solenoid hold-in coil:

Function

1. Connect a 12 volt test lead to fl at spade S/start terminal on solenoid and other lead to body or mounting surface of solenoid.

2. Manually push plunger IN and check if coil holds plunger retracted. Do not allow test leads to remain connected to solenoid for a prolonged period of time.

Continuity

1. Use an ohmmeter set to audible or Rx2K scale, and connect 2 ohmmeter leads to 2 large post terminals.

2. Perform preceding solenoid hold-in coil function test and check for continuity. Meter should indicate continuity. Repeat test several times.

Condition

Solenoid fails to activate.

No continuity is indicated.

Plunger fails to stay retracted.

Replace solenoid.

Conclusion


65

Disassembly/Inspection and Service

WARNING



External Engine Components


S

S

R

M

K

L

N

O

H

I

D

Q

P

A

B

J

F

B

F

E

C

D

G

66

A

E

I

Dipstick

Spark Plug Lead

Fuel Pump Module

Baffl e

M

Electrical Connector

N

B

F

J

Q

Oil Filter

R

Oil Drain Plug

Barrel Baffl e

Fuel Filter

Evap Line

Blower Housing with

Fixed Guard

C

G

Oil Fill Tube

Starter Assembly

K

Fuel Pump Module

O

High Pressure Fuel

Line Connector

S

Cylinder Shroud

D

H

L

P

KohlerEngines.com

Valley Baffl e

Ignition Coil

Fuel Pump

Oil Cooler

62 690 05 Rev. --


Clean all parts thoroughly as engine is disassembled.

Only clean parts can be accurately inspected and gauged for wear or damage. There are many commercially available cleaners that will quickly remove grease, oil and grime from engine parts. When such a cleaner is used, follow manufacturer’s instructions and safety precautions carefully.

Make sure all traces of cleaner are removed before engine is reassembled and placed into operation. Even small amounts of these cleaners can quickly break down lubricating properties of engine oil.

NOTE: This disassembly sequence removes some components in subassemblies to enable technician to perform internal engine servicing.

Do not disconnect every EFI and electronic governor component.

Disconnect Spark Plug Leads

NOTE: Pull on boot only, to prevent damage to spark plug lead.

1. Disconnect leads from spark plugs.

2. Shut off fuel supply.

Drain Oil from Crankcase and Remove Oil Filter

oil discard oil fi lter.

2. Remove dipstick and 1 oil drain plug.

3. Allow ample time for oil to drain from crankcase.

Remove Muffl er

Remove exhaust system and attaching hardware from engine. On engines equipped with a port liner, remove it now.

Remove Cylinder Shrouds and Blower Housing

1. Remove top mounting screw and loosen shoulder screws on each side. Lift off cylinder shrouds.

2. Remove mounting screws and separate blower housing from backing shroud assembly. One screw also secures oil fi ll/dipstick tube. Fixed guard (if equipped) may be removed with blower housing.

If engine has pulse/lift pump mounted to blower housing, remove two mounting screws.

3. Remove lower mounting screw and pull oil fi ll tube out of crankcase.

Remove Electric Starter Motor

1. Disconnect leads from starter.

2. Remove screws and starter.

Remove #1 Barrel and Valley Baffl es

1. Remove mounting screws from #1 barrel baffl e.

Disconnect wiring harness from coil (#1 starter side).

Let barrel baffl e hang (with coil installed).

2. Carefully remove clip securing wires to #1 valley baffl e. Remove 3 screws, then valley baffl e.

Remove Fuel Pump Module/Fuel Pump Assembly

WARNING



Gasoline is extremely fl ammable and its vapors can explode if ignited. Store gasoline only in approved containers, in well ventilated, unoccupied buildings, away from sparks or fl ames. Spilled fuel could ignite if it comes in contact with hot parts or sparks from ignition. Never use gasoline as a cleaning agent.

1. Remove evap line & clips from fuel line clips and separate from fuel pump module.

2. Lift grey locking tab and squeeze to disconnect electrical connector from fuel pump module.

3. Wrap a shop towel completely around high pressure fuel line connector.

4. Press release button and slowly pull connector away from fuel pump module, allowing shop towel to absorb any residual fuel in high pressure fuel line.

Any spilled fuel must be wiped up immediately.

5. Remove pulse line from crankcase fi tting.

6. Remove 3 screws securing fuel pump module baffl e to crankcase. Remove fuel pump module, baffl e, and fuel pump keeping all fuel lines connected.

Separate parts only if additional service is required.

Refer to page 82.

Do not cut any Oetiker clamps unless fuel lines and/ or fuel fi lter are being replaced.

Remove Governor Springs, Linkage, and Lever

(Mechanical Governor Only)

1. Unhook idle and governor springs from control bracket and governor lever. Note color, location, and position of each.

2. Disconnect throttle linkage and linkage spring from governor lever.

3. Loosen nut and remove governor lever from cross shaft.

Remove Oil Cooler

NOTE: New clamps are recommended any time disassembly is performed, or if clamps have been loosened (expanded) several times.

1. Remove oil cooler mounting screws. Do not lose any washers (if used).

2. Note orientation of clamps before disassembling for proper clearance during reassembly. Loosen clamps and disconnect hoses from oil cooler. Cap hoses as required to prevent dirt infi ltration.


67


Remove #2 Barrel and Valley Baffl es

1. Disconnect wiring harness lead from coil (#2 oil cooler side).

2. Carefully depress back of high pressure fuel line mounting clip and separate from #2 barrel baffl e.

Remove 5 screws (2 internal, 3 external), then remove barrel baffl e (with coil installed).

3. Remove screws and #2 side valley baffl e.

4. If necessary, carefully depress clip & remove coil from barrel baffl e.

Flywheel/Backing Shroud/Intake and Throttle Body/Air Cleaner Assembly Components

G

A

B

E

D

C

F

H

K

L

I

J

M

N

68

I

M

A

E

Special Washer

Washer

Stator

Breather Hose

J

N

B

F

O

P

Debris Screen

Flywheel/Fan/Hex

Stud Assembly


Connector

Oil Sentry

TM

C

G

K

O

KohlerEngines.com

Stiffener

Backing Shroud/

Intake Manifold/

Air Cleaner

MAP Sensor

Connector

Oil Temperature

Sensor

D

H

L

P

Flywheel Screw

Speed Sensor

Ground Lead

Reducer Bushing

62 690 05 Rev. --


Remove Speed Sensor

1. Remove two bracket mounting screws and speed sensor from backing shroud. Keep leads in place and let bracket and speed sensor lay on backing shroud.

2. Unplug connector from rectifi er-regulator. Remove wiring harness ground lead from rectifi er-regulator mounting screw (outside edge). Rectifi er-regulator does not need to be removed from backing shroud.

3. Remove lead from oil temperature sensor (in oil pan). Remove switch from oil pan only if replacing.

4. Remove screw securing harness bracket and ground lead to #1 cylinder boss.

5. Remove other end of ground lead from #1 cylinder boss screw. Be sure to keep washer.

Remove Debris Screen

Remove screws and special washers securing debris screen to studs in fl ywheel; then remove stiffener. Hex studs and cooling fan can stay attached to fl ywheel.

Remove Flywheel/Fan/Hex Stud Assembly

NOTE: Always use a fl ywheel strap wrench or holding tool to hold fl ywheel when loosening or tightening fl ywheel screw. Do not use any type of bar or wedge to hold fl ywheel. Use of such tools could cause fl ywheel to become cracked or damaged.

NOTE: Always use a fl ywheel puller to remove fl ywheel from crankshaft. Do not strike crankshaft or fl ywheel, as these parts could become cracked or damaged.

a fl ywheel and loosen screw securing fl ywheel to crankshaft.

2. Remove screw and washer.

3. Use a puller to remove fl ywheel from crankshaft.

4. Remove woodruff key from crankshaft.

Inspection

Inspect fl ywheel for cracks and fl ywheel keyway for damage. Replace fl ywheel if it is cracked. Replace fl ywheel, crankshaft, and key if fl ywheel key is sheared or keyway is damaged.

Inspect ring gear for cracks or damage. Kohler does not provide ring gear as a serviceable part. Replace fl ywheel if ring gear is damaged.

Remove Backing Shroud Assembly

1. Remove screws securing stator to backing shroud.

Keep leads in place and let stator lay on backing shroud.

2. Carefully slide lock tab outward. Press down on lock tab to release, then separate connectors.

3. Remove screws securing backing shroud to crankcase. Set backing shroud/harness assembly to

#1 starter side.

Remove Intake and Throttle Body/Air Cleaner

Assembly

1. Disconnect lead from Oil Sentry if replacing.

™

switch. (Green wire, red terminal). Remove switch from oil pan only

2. Disconnect oil temperature sensor connector. Unless sensor is damaged or malfunctioning, disassembly from crankcase is unnecessary.

3. Remove breather hose from breather cover. (Other end is connected to throttle body assembly.)

4. Loosen but do not remove throttle body/intake manifold. Support manifold and remove this assembly when fi nal intake manifold bolt is taken out, along with backing plate assembly.

Assembly includes air cleaner, hose, elbow, throttle body, intake manifold, fuel rail assembly, injectors,

MAP sensor, intake air temperature sensor, ECU, and brackets. If equipped with electronic governor it also includes GCU, DLA, and electronic governor wiring harness.

Separate parts only if additional service is required.

Refer to pages 80-82.

Remove Oil Filter Housing

Oil Filter Housing Components

A

C

E

G

I

D

I

Oil Filter Nipple

Valve Spring

Oil Filter Valve

Oil Filter Housing

O-Ring

H

A

B

D

F

H

C

E

B

G

F

Cup

Cup Spring

Screw

Pin


69


NOTE: Further disassembly of oil fi lter housing assembly is not required unless being serviced individually. Follow substeps a, b, and c.

1. Remove screw securing oil fi lter housing and individual O-rings to crankcase. Carefully separate parts.

Perform following only if oil fi lter housing assembly requires individual servicing.

a. Remove nipple from cup and oil fi lter housing.

Remove fi lter cup and spring from housing.

c. Remove rubber valve and spring from cup.

Cylinder Head Components

Style B Style A

B

C

D

E

F

L

N

V

W

U

G

H

A

I

J

K

M

Q

X

O P

Z

Y

R

S

T

A

E

I

Valve Stem Seal

J

M

Valve Spring Keeper

N

Q

U

Gasket

Guide Plate

Rocker Stud

Hydraulic Lifter

Style A (Ribbed)

B

F

R

V

Y

Rocker Arm Screw

Z

Valve

Spacer

Valve Spring

Push Rod

Valve Cover Seal

Hydraulic Lifter

Style B (Smooth)

Non-adjustable Valve

Train (Non-AVT)

C

G

Cylinder Head

Washer

K Valve Spring Retainer

L

O

Rocker Arm

P

S

Valve Cover

D

H

T

W

Adjusting Nut

X

Pipe Plug

Spark Plug

Hydraulic Lifter

Rocker Arm Pivots

Grommet

Adjustable Valve

Train (AVT)

Remove Spark Plugs

Remove spark plug from each cylinder head.

Remove Valve Covers

1. Remove screw and grommet securing each valve cover.

2. Remove valve cover and seal from each cylinder head. Note locations of individual valve covers if they are different.


62 690 05 Rev. --


Remove Cylinder Heads and Hydraulic Lifters

NOTE: Exhaust lifters are located on output shaft side of engine while intake lifters are located on fan side of engine. Cylinder head number is embossed on outside of each cylinder head.

a. Remove rocker arm screws, rocker arm pivots and rocker arms.

Adjustable Valve Lash a. Loosen set screws and remove adjusting nuts on rocker arm pivot studs.

b. Remove rocker arm pivot and rocker arms.

2. Remove pipe plug from cylinder head to access screw in center location.

3. Remove screws securing each cylinder head. Note locations of washers and spacer.

4. Mark position of push rods as either intake or exhaust and cylinder #1 or #2. Push rods should always be reinstalled in same positions.

5. Carefully remove push rods, cylinder head, and head gasket.

6. Repeat procedure for other cylinder head.

7. Remove lifters from lifter bores. Use a hydraulic lifter tool. Do not use a magnet to remove lifters. Mark lifters by location, as either intake or exhaust and cylinder #1 or #2. Hydraulic lifters should always be reinstalled in same position.

Inspection

Check base surface of hydraulic lifters for wear or damage. If lifters need to be replaced, apply a liberal coating of Kohler lubricant to base of each new lifter before it is installed.

Bleeding Lifters Style A (Ribbed)

To prevent a possible bent push rod or broken rocker arm, it is important to bleed any excess oil out of lifters before they are installed.

1. Cut a 50-75 mm (2-3 in.) piece from end of an old push rod and chuck it in a drill press.

2. Lay a rag or shop towel on table of drill press and place lifter, open end up, on towel.

3. Lower chucked push rod until it contacts plunger in lifter. Slowly pump plunger 2 or 3 times to force oil out of feed hole in side of lifter.

Bleeding Lifters Style B (Smooth)

To prevent a possible bent push rod or broken rocker arm, it is important to bleed any excess oil out of lifters before they are installed.

1. Lay a rag or shop towel on table of drill press. Place an 8 mm (5/16 in.) socket on towel with well end up, then place open end of lifter on socket. Ensure socket does not contact lifter ball surface.

2. Place some material, such as wood, plastic, or aluminum on top of lifter to protect lifter fi nish.

3. Lower drill press chuck until it contacts material on lifter. Slowly pump lifter 2 or 3 times to force oil out of feed hole in side of lifter.

Disassemble Cylinder Heads

NOTE: These engines use valve stem seals on intake and exhaust valves. Use a new seal whenever valves are removed, or if seal is deteriorated in any way. Never reuse an old seal.

1. Non-adjustable Valve Train

Remove screws, rocker arm pivots, and rocker arms from cylinder head.

Adjustable Valve Train

Remove adjusters, rocker arm pivots, and rocker arms from cylinder head. Remove pivot studs and guide plate as required.

2. Compress valve springs using a valve spring compressor.

3. Once valve spring is compressed, remove following items:

● Valve spring keepers.

● Valve spring retainers.

● Valve springs.

● Valve spring caps.

● Intake and exhaust valves (mark position).

● Valve stem seals.

4. Repeat above procedure for other cylinder head. Do not interchange parts from 1 cylinder head to another.


71


Inspection and Service

Valve Details

EXHAUST VALVE

F

E

G

C

D

INT

H

EXH

D

B

A

F

INTAKE VALVE

E

G

H

Dimension

A

Seat Angle

B

Seat Taper

C

Guide Depth

Intake

89°

30°

8.5 mm (0.334 in.)

D

Guide I.D.

7.038/7.058 mm (0.2771/0.2779 in.)

E

Valve Head Diameter 38.625/38.685 mm (1.5206/1.5230 in.)

F

Valve Face Angle

G

Valve Margin (Min.)

H

Valve Stem Diameter

45°

1.0 mm (0.0393 in.)

6.982/7.000 mm (0.2749/0.2756 in.)

After cleaning, check fl atness of cylinder head and corresponding top surface of crankcase using a surface plate or piece of glass and feeler gauge. Maximum allowable out of fl atness is 0.076 mm (0.003 in.).

Carefully inspect valve mechanism parts. Inspect valve springs and related hardware for excessive wear or distortion. Check valves and valve seat area or inserts for evidence of deep pitting, cracks, or distortion. Check clearance of valve stems in guides.

Hard starting or loss of power accompanied by high fuel consumption may be symptoms of faulty valves.

Although these symptoms could also be attributed to worn rings, remove and check valves fi rst. After removal, clean valve heads, faces, and stems with a power wire brush.

Then, carefully inspect each valve for defects such as a warped head, excessive corrosion, or a worn stem end.

Replace valves found to be in bad condition.

Valve Guides

If a valve guide is worn beyond specifi cations, it will not guide valve in a straight line. This may result in burnt valve faces or seats, loss of compression, and excessive oil consumption.

Exhaust

89°

30°

8.5 mm (0.334 in.)

7.038/7.058 mm (0.2771/0.2779 in.)

31.625/31.825 mm (1.2450/1.2549 in.)

45°

1.0 mm (0.0393 in.)

6.970/6.988 mm (0.2744/0.2751 in.)

To check valve guide-to-valve stem clearance, thoroughly clean valve guide and, using a split-ball gauge, measure inside diameter of guide. Then, using an outside micrometer, measure diameter of valve stem at several points on stem where it moves in valve guide.

Use largest stem diameter to calculate clearance by subtracting stem diameter from guide diameter. If intake clearance exceeds 0.038/0.076 mm (0.0015/0.0030 in.) or exhaust clearance exceeds 0.050/0.088 mm

(0.0020/0.0035 in.), determine if valve stem or guide is responsible for excessive clearance.

Maximum (I.D.) wear on intake valve guide is 7.135 mm (0.2809 in.) and 7.159 mm (0.2819 in.) for exhaust guide. Guides are not removable but can be reamed

0.25 mm (0.010 in.) oversize. Valves with 0.25 mm oversize stems must then be used.

If guides are within limits but valve stems are worn beyond limits, install new valves.

Valve Seat Inserts

Hardened steel alloy intake and exhaust valve seat inserts are press fi tted into cylinder head. Inserts are not replaceable but can be reconditioned if not too badly pitted or distorted. If cracked or badly warped, cylinder head should be replaced.


62 690 05 Rev. --


Recondition valve seat inserts following instructions provided with valve seat cutter being used. Final cut should be made with an 89° cutter as specifi ed for valve seat angle. Cutting proper 45° valve face angle as specifi ed, and proper valve seat angle (44.5°, half of full 89° angle), will achieve desired 0.5° (1.0° full cut) interference angle where maximum pressure occurs on outside diameters of valve face and seat.

Lapping Valves

Reground or new valves must be lapped in, to provide proper fi t. Use a hand valve grinder with a suction cup for fi nal lapping. Lightly coat valve face with a fi ne grade

Breather/Oil Pan Components

of grinding compound, then rotate valve on its seat with grinder. Continue grinding until a smooth surface is obtained on seat and on valve face. Thoroughly clean cylinder head in soap and hot water to remove all traces of grinding compound. After drying cylinder head, apply a light coating of SAE 10 oil to prevent rusting.

Valve Stem Seals

These engines use valve stem seals on intake and exhaust valves. Always use new seals when valves are removed from cylinder head. Seals should also be replaced if deteriorated or damaged in any way. Never reuse an old seal.

A

H

I

J

K

L

D

E

F

M

F

G

B

C

A

E

Oil Pan

Pickup Tube

62 690 05 Rev. --

B

F

N

Gerotor Gears

Inlet Seal

C

G

KohlerEngines.com

Oil Pump O-Ring

Pickup Screen

D

H

Oil Pump Housing

Drain Plug

73


I

M

Crankshaft Bearing

(PTO)

J

Breather Assembly

N

Oil Pan Gasket

Oil Seal

K

Breather Filter

L

Breather Gasket

Remove Breather Assembly

1. Carefully remove harness clip from #1 valley baffl e

(if not already removed).

2. Remove fasteners securing breather assembly and gasket to crankcase.

3. Carefully break gasket seal and remove breather and fi lter. Do not pry on sealing surfaces as it could cause damage resulting in leaks. Note assembly and orientation of parts.

Remove Oil Pan Assembly

1. Remove screws securing oil pan to crankcase.

2. Locate protruding tabs on oil pan. Carefully tap to break gasket seal. Do not pry on sealing surfaces as this could cause leaks. Separate oil pan from crankcase. Remove old gasket.

Inspection

Inspect oil seal in oil pan and remove it if it is worn or damaged.

Inspect crankshaft bearing surface for wear or damage.

Replace bearing or oil pan assembly if required.

Oil Pump Assembly

Disassembly

1. Remove screws securing oil pump housing including screw for pickup screen.

2. Remove oil pump housing and pickup screen from oil pan.

3. Remove oil pump gerotor gears from oil pan recess.

4. Remove oil pickup by pulling it free from oil pump body.

5. Relief valve is a one-piece style, staked to oil pump housing; removal should not be attempted, nor is internal servicing possible. If a problem with relief valve is encountered, oil pump should be replaced.

Inspection

Inspect oil pump housing, gerotor gears, and oil pan recess for nicks, burrs, wear, or any visible damage.

Inspect inlet seal for pickup tube in housing. If any parts are worn or damaged, replace seal, oil pump or oil pan as required.

Reassembly

Torque Sequence

33

22

1. Make sure recess in oil pan for oil pump gerotor gears is clean.

2. Lubricate oil pump gerotor gears with grease

(Lubriplate

®

100 or equivalent), and install into recess.

3. Lightly lubricate with oil and install inlet seal into oil pump housing until it is fully seated.

4. Install O-ring in groove of oil pump housing. Use a small quantity of grease to hold it in place.

5. Lightly lubricate I.D. of inlet seal with oil and carefully insert end of pickup tube through seal into oil pump housing.

6. Install oil pump housing with pickup tube, over oil pump boss and gears. Align all 3 screw locations.

7. Check alignment of parts and torque oil pump housing screws 9.9 N·m (88 in. lb.) using sequence below: a. Install fastener into screw location 1 and lightly tighten to position pump.

b. Install fastener into screw location 2 and fully torque to recommended value.

c. Install fastener into screw location 3 and fully torque to recommended value.

d. Finish torquing fastener in screw location 1 to recommended value.

8. Install and torque pickup screen mounting screw to

11.3 N·m (100 in. lb.) into new hole or 7.7 N·m (68 in. lb.) into used hole.


62 690 05 Rev. --

Crankcase Components

A

O

M

L

I

N

K

J

B

D

C

E

G

F

H


Remove Camshaft

Remove camshaft and shim (if used).

Inspection

Check lobes of camshaft for wear or damage. Inspect cam gear for badly worn, chipped, or missing teeth.

Replacement of camshaft will be necessary if any of these conditions exist.

Remove Connecting Rods with Pistons and Rings

NOTE: If a carbon ridge is present at top of either cylinder bore, use a ridge reamer tool to remove ridge before attempting to remove piston.

NOTE: Cylinders are numbered on crankcase. Use numbers to mark each end cap, connecting rod and piston for reassembly. Do not mix end caps and connecting rods.

1. Remove screws securing closest connecting rod end cap. Remove end cap.

2. Carefully remove connecting rod and piston assembly from cylinder bore.

3. Repeat above procedures for other connecting rod and piston assembly.

Connecting Rods

Offset, stepped-cap connecting rods are used in these engines.


Check bearing area (big end) for excessive wear, score marks, running and side clearances. Replace rod and cap if scored or excessively worn.

Service replacement connecting rods are available in

STD crankpin size and 0.25 mm (0.010 in.) undersize.

Always refer to appropriate parts information to ensure that correct replacements are used.

A

C

E

G

I

Camshaft

Regulating Pin*

Cross Shaft*

Lifter Feed Cover

Crankshaft

K

Connecting Rod

L

M

Piston Pin Retainer

N

O

Piston Ring Set

*Mechanical Governor only.

P

B

D

F

H

J

P

Locking Tab*

Governor Gear*

Lifter Feed Cover

Gasket

Governor Yoke*

Connecting Rod

End Cap

Piston Pin

Piston

Oil Seal


75


Piston and Rings

Inspection

Piston and Rings Components and Details

A

B

C

D

E

F

G

I

A

Piston Ring

B

C

Identifi cation Mark

D

E

G

I

Top Compression

Ring

Rails

Oil Control Ring

(3 Piece)

F

H

H

End Gap

Piston

Center

Compression Ring

Expander

Scuffi ng and scoring of pistons and cylinder walls occurs when internal engine temperatures approach welding point of piston. Temperatures high enough to do this are created by friction, which is usually attributed to improper lubrication and/or overheating of engine.

Normally, very little wear takes place in piston bosspiston pin area. If original piston and connecting rod can be reused after new rings are installed, original pin can also be reused but new piston pin retainers are required.

Piston pin is included as part of piston assembly – if pin boss in piston or pin are worn or damaged, a new piston assembly is required.

Ring failure is usually indicated by excessive oil consumption and blue exhaust smoke. When rings fail, oil is allowed to enter combustion chamber where it is burned along with fuel. High oil consumption can also occur when piston ring end gap is incorrect because ring cannot properly conform to cylinder wall under this condition. Oil control is also lost when ring gaps are not staggered during installation.

When cylinder temperatures get too high, lacquer and varnish collect on pistons causing rings to stick, which results in rapid wear. A worn ring usually takes on a shiny or bright appearance.

Scratches on rings and pistons are caused by abrasive material such as carbon, dirt, or pieces of hard metal.

Detonation damage occurs when a portion of fuel charge ignites spontaneously from heat and pressure shortly after ignition. This creates 2 fl ame fronts which meet and explode to create extreme hammering pressures on a specifi c area of piston. Detonation generally occurs from using low octane fuels.

Preignition or ignition of fuel charge before timed spark can cause damage similar to detonation. Preignition damage is often more severe than detonation damage.

Preignition is caused by a hot spot in combustion chamber from sources such as glowing carbon deposits, blocked cooling fi ns, an improperly seated valve, or wrong spark plug(s).

Replacement pistons are available in STD bore size, and in 0.25 mm (0.010 in.), and 0.50 mm (0.020 in.) oversize.

Replacement pistons include new piston ring sets and new piston pins.

Replacement ring sets are also available separately for STD, 0.25 mm (0.010 in.), and 0.50 mm (0.020 in.) oversize pistons. Always use new piston rings when installing pistons. Never reuse old rings.

Some important points to remember when servicing piston rings:

1. Cylinder bore must be deglazed before service ring sets are used.

2. If cylinder bore does not need reboring and if old piston is within wear limits and free of score or scuff marks, old piston may be reused.

3. Remove old rings and clean up grooves. Never reuse old rings.

4. Before installing new rings on piston, place top 2 rings, each in turn, in its running area in cylinder bore and check end gap. Top and center compression ring end gap clearance is 0.30/0.55 mm (0.011/0.021 in.) with maximum wear limit of

0.94 mm (0.037 in.).

5. After installing new compression (top and middle) rings on piston, make sure ring-to-groove side clearance is 0.04/0.08 mm (0.0015/0.0031 in.). If side clearance is greater than specifi ed, a new piston must be used.

Install New Piston Rings

NOTE: Rings must be installed correctly. Ring installation instructions are usually included with new ring sets. Follow instructions carefully. Use a piston ring expander to install rings. Install bottom (oil control) ring fi rst and top compression ring last.

To install new piston rings, proceed as follows:

1. Oil control ring (bottom groove): Install expander and then rails. Make sure ends of expander are not overlapped.


62 690 05 Rev. --


A

C

E

F

G

H

2. Middle compression ring (center groove): Install center ring using a piston ring installation tool. Make sure identifi cation mark is up or colored dye stripe (if contained), is to left of end gap.

3. Top compression ring (top groove): Install top ring using a piston ring expander. Make sure identifi cation mark is up or colored dye stripe (if contained), is to left of end gap.

Remove Crankshaft

NOTE: If crankpin is reground, visually check to ensure that fi llet blends smoothly with crankpin surface.

Carefully pull crankshaft from crankcase. Note thrust washers and shims if used.


Crankshaft Components and Details

Self-Tapping Screw

E

Plug

G

F

A

H

B

D

B

C

D

Flat Washer

Crankshaft

Fillet Must Blend Smoothly with Bearing Journal

Surface

High Point from Fillet Intersections

45° Minimum

This Fillet Area Must Be Completely Smooth

Inspect gear teeth of crankshaft. If teeth are badly worn, chipped, or some are missing, replacement of crankshaft will be necessary.

Inspect crankshaft bearing surfaces for scoring, grooving, etc. A replaceable bearing is used in crankshaft bore of oil pan. Do not replace bearing unless it shows signs of damage, or is out of running clearance

0.040/0.167 mm (0.0015/0.0065 in.). If crankshaft turns easily, without noise, and there is no evidence of scoring, grooving, etc., on races or bearing surfaces, bearing can be reused.

Inspect crankshaft keyways. If they are worn or chipped, replacement of crankshaft will be necessary.

Inspect crankpin for score marks or metallic pickup.

Slight score marks can be cleaned with crocus cloth soaked in oil. If wear limits, as stated in Clearance

Specifi cations, are exceeded, it will be necessary to replace crankshaft or regrind crankpin to 0.25 mm

(0.010 in.) undersize. If reground, a 0.25 mm (0.010 in.) undersize connecting rod (big end) must then be used to achieve proper running clearance. Measure crankpin for size, taper, and out-of-round.

Clearance Specifi cations-Connecting Rod Journal

O.D. - New


Max. Taper

Max. Out-of-Round

43.982/44.000 mm

(1.731/1.732 in.)

43.97 mm (1.731 in.)

0.018 mm (0.0007 in.)

0.025 mm (0.0010 in.)

Width 53.00/53.09 mm

(2.0866/2.0901 in.)

Connecting rod journal can be ground 1 size under.

When grinding a crankshaft, grinding stone deposits can get caught in oil passages, which could cause severe engine damage. Removing crankpin plug when crankshaft is ground provides easy access for removing any grinding deposits that may collect in oil passages.

Use following procedure to remove and replace plug.

Remove Crankshaft Plug

1. Drill a 3/16 in. hole through plug in crankshaft.

2. Thread a 3/4 in. or 1 in. long self-tapping screw with a fl at washer into drilled hole. Flat washer must be large enough to seat against shoulder of plug bore.

3. Tighten self-tapping screw until it draws plug out of crankshaft.

Install New Crankshaft Plug

Use 1 single cylinder camshaft pin, as a driver and tap plug into plug bore until it seats at bottom of bore. Make sure plug is tapped in evenly to prevent leakage.


77


Remove Governor Gear Assembly (Mechanical

Governor Only)

Governor gear is held onto shaft by small molded tabs in gear. When gear is removed from shaft, these tabs are destroyed and gear must be replaced. Therefore, remove gear only if absolutely necessary. If governor cross shaft, yoke, or gear condition does not require removal, governor gear may be left in place. If removal is necessary, perform as follows:

1. Remove locking tab thrust washer and note orientation.

2. Using a screwdriver, carefully pry upward to unseat governor gear assembly from governor gear shaft.

Remove regulating pin and governor gear assembly.

3. Inspect governor gear shaft for wear or damage.

Remove shaft only if replacement is needed.

Inspection

Governor gear is located within crankcase. Inspect governor gear teeth. Replace gear if it is worn, chipped, or if any teeth are missing. Inspect governor weights.

They should move freely in governor gear.

Remove Governor Yoke, Cross Shaft, and Seal

(Mechanical Governor Only)

1. Remove mounting screws securing yoke to governor cross shaft.

2. Pull governor cross shaft out of crankcase and remove seal.

Remove Lifter Feed Chamber Cover and Gaskets

Remove screws securing lifter feed chamber cover and gaskets. Carefully separate parts from crankcase.

Remove Flywheel End Oil Seal

Remove oil seal from crankcase using a seal puller.

Crankcase


Check all gasket surfaces to make sure they are free of gasket fragments. Gasket surfaces must also be free of deep scratches or nicks.

Check cylinder bore for scoring. In severe cases, unburned fuel can cause scuffi ng and scoring of cylinder wall. It washes necessary lubricating oils off piston and cylinder wall. As raw fuel seeps down cylinder wall, piston rings make metal to metal contact with wall.

Scoring of cylinder wall can also be caused by localized hot spots resulting from blocked cooling fi ns or from inadequate or contaminated lubrication.

If cylinder bore is badly scored, excessively worn, tapered, or out-of-round, resizing is necessary. Use an inside micrometer to determine amount of wear, then select nearest suitable oversize of either 0.25 mm

(0.010 in.) or 0.50 mm (0.020 in.). Resizing to these oversizes will allow usage of available oversize piston and ring assemblies. Initially, resize using a boring bar, then use following procedures for honing cylinder.

Honing

Detail

A

A

23°-33° Crosshatch

NOTE: Kohler pistons are custom-machined to exacting tolerances. When oversizing a cylinder, it should be machined exactly 0.25 mm (0.010 in.) or

0.50 mm (0.020 in.) over new diameter. corresponding oversize Kohler replacement piston will then fi t correctly.

While most commercially available cylinder hones can be used with either portable drills or drill presses, use of a low speed drill press is preferred as it facilitates more accurate alignment of bore in relation to crankshaft crossbore. Honing is best accomplished at a drill speed of about 250 RPM and 60 strokes per minute. After installing coarse stones in hone, proceed as follows:


62 690 05 Rev. --


1. Lower hone into bore and after centering, adjust so stones are in contact with cylinder wall. Use of a commercial cutting-cooling agent is recommended.

2. With lower edge of each stone positioned even with lowest edge of bore, start drill and honing process.

Move hone up and down while resizing to prevent formation of cutting ridges. Check size frequently.

3. When bore is within 0.064 mm (0.0025 in.) of desired size, remove coarse stones and replace them with burnishing stones. Continue with burnishing stones until bore is within 0.013 mm

(0.0005 in.) of desired size and then use fi nish stones (220-280 grit) and polish bore to its fi nal size.

A crosshatch should be observed if honing is done correctly. Crosshatch should intersect at approximately 23°-33° off horizontal. Too fl at an angle could cause rings to skip and wear excessively, and too steep an angle will result in high oil consumption.

4. After resizing, check bore for roundness, taper, and size. Use an inside micrometer, telescoping gauge, or bore gauge to take measurements. These measurements should be taken at 3 locations in cylinder – at top, middle, and bottom. There are 2 measurements that should be taken

(perpendicular to each other) at all 3 locations.

Clean Cylinder Bore After Honing

Proper cleaning of cylinder walls following boring and/ or honing is very critical to a successful overhaul.

Machining grit left in cylinder bore can destroy an engine in less than 1 hour of operation after a rebuild.

Final cleaning operation should always be a thorough scrubbing with a brush and hot, soapy water. Use a strong detergent that is capable of breaking down machining oil while maintaining a good level of suds. If suds break down during cleaning, discard dirty water and start again with more hot water and detergent. Following scrubbing, rinse cylinder with very hot, clear water, dry it completely, and apply a light coating of engine oil to prevent rusting.

Measuring Piston-to-Bore Clearance

Piston Detail

A

11 mm (0.4331 in.)

A

NOTE: Do not use a feeler gauge to measure piston-tobore clearance; it will yield inaccurate measurements. Always use a micrometer.

Before installing piston into cylinder bore, it is necessary that clearance be accurately checked. This step is often overlooked, and if piston thrust face-to-cylinder bore running clearance is not within 0.033/0.071 mm

(0.0013/0.0028 in.), engine failure will usually result.

Use following procedure to accurately measure pistonto-bore clearance:

1. Use a micrometer and measure diameter of piston

11 mm (0.4331 in.) above bottom of piston skirt and perpendicular to piston pin.

2. Use an inside micrometer, telescoping gauge, or bore gauge and measure cylinder bore. Take measurement approximately 63.5 mm (2.5 in.) below top of bore and perpendicular to piston pin.

3. Piston-to-bore clearance is difference between bore diameter and piston diameter (step 2 minus step 1).


79


Electronic Governor Intake and Throttle Body Assembly Components

S

J

O

I

R

P

Q

N

M

K

L

H

G

F

A

A

Elbow

B

E

Fuel Rail Assembly

F

I

ECU

J

M

Q

Throttle Body Lever

Adapter

GCU Module

N

R

B

C

Elbow O-ring

Breather Hose

Air Cleaner Bracket

Assembly

Linkage & Spring

DLA

D

E

C

G

K

O

S

Throttle Body

Injector

Air Temperature

Sensor

GCU Bracket

GCU Wiring Harness

Connector

D

H

L

P

Remove Throttle Body (Electronic Governor)

2. Loosen 2 screws securing lifting bracket and air cleaner bracket to intake manifold.

3. Remove nuts securing elbow and throttle body.

4. Remove 3 screws securing GCU bracket.

5. Disconnect link clip from outboard end of DLA; remove spring and linkage.

6. Carefully lift and move air cleaner brackets/ECU/

GCU up on front section of engine. Secure temporarily to access and replace throttle body.

7. Disconnect intake air temperature sensor from throttle body.

8. Disconnect breather tube from throttle body.

9. Disconnect throttle position sensor connector.

Intake Manifold

MAP Sensor

Lifting Bracket

DLA Bracket

10. Disconnect vent hose from bottom of throttle body.

11. Slide throttle body off studs.

12. Reverse procedure to reassemble, torque fasteners to proper specifi cations. Air cleaner bracket screws to 11.3 N·m (100 in. lb.); Air cleaner elbow to throttle body nuts to 7.9 N·m (70 in. lb.).

Remove GCU (Electronic Governor)

1. Remove screws securing GCU to GCU bracket.

2. Unplug wiring harness connector from GCU.

3. Reverse procedure to install. Torque screws to 2.1

N·m (19 in. lb.).


62 690 05 Rev. --


Mechanical Governor Intake and Throttle Body Assembly Components

J

I

L

G

K

H

F

A

B

A

Elbow

B

E

Fuel Rail Assembly

F

I

ECU

J

M

Throttle Linkage

N

N

M

C

Elbow O-ring

Breather Hose

Air Cleaner Bracket

Assembly

Linkage Spring

D

C

G

K

Remove Throttle Body (Mechanical Governor)

2. Loosen 2 screws securing air cleaner bracket and speed control bracket to intake manifold.

3. Remove nuts securing elbow and throttle body.

4. Unhook idle and governor springs from control bracket and governor lever. Note location and position of each.

5. Disconnect throttle linkage and linkage spring from governor lever. Note location and position of each.

6. Carefully lift and move air cleaner brackets/ECU up on front section of engine. Secure temporarily to access and replace throttle body.

Injector

Sensor

E

Throttle Body

Air Temperature

D

H

L

Intake Manifold

MAP Sensor

Speed Control

Bracket

7. Disconnect intake air temperature sensor from throttle body.

8. Disconnect breather tube from throttle body.

9. Disconnect throttle position sensor connector.

10. Disconnect vent hose from bottom of throttle body.

11. Slide throttle body off studs.

12. Reverse procedure to reassemble, torque fasteners to proper specifi cations. Air cleaner bracket screws to 11.3 N·m (100 in. lb.); Air cleaner elbow to throttle body nuts to 7.9 N·m (70 in. lb.).


81


Remove ECU

1. Remove screws securing ECU to bracket.

2. Disconnect black and grey electrical connectors from

ECU.

3. Reverse procedure to install. Torque screws to 6.2

N·m (55 in. lb.).

Remove Fuel Injectors

1. Disconnect electrical connector.

2. Remove screw for each injector and pull injector out of intake manifold.

3. When removed, pull metal retaining clip connecting fuel injector to fuel injector cap. There may be some fuel left in line. Any spilled fuel must be cleaned up immediately.

4. Reverse procedure to install. Torque fuel injector cap screws to 7.3 N·m (65 in. lb.).

Remove Manifold Absolute Pressure (MAP) Sensor

1. With a screwdriver, slide locking tab on electrical connector.

2. Carefully slide lock tab outward. Press down on lock tab to release, then separate connectors.

3. Remove screw and pull MAP sensor out of intake manifold.

4. Reverse procedure to install. Torque screw to 7.3

N·m (65 in. lb.).

Remove Fuel Pump Module/Fuel Pump Assembly

WARNING



Gasoline is extremely fl ammable and its vapors can explode if ignited. Store gasoline only in approved containers, in well ventilated, unoccupied buildings, away from sparks or fl ames. Spilled fuel could ignite if it comes in contact with hot parts or sparks from ignition.

Never use gasoline as a cleaning agent.

Fuel Pump Module/Fuel Pump was removed as an assembly. An exploded view of that assembly with steps to disassemble it follow.

Fuel Pump Module/Pump Assembly Components

L

1. Remove screws securing fuel pump module to baffl e.

2. Using a side cutter or similar tool, cut Oetiker clamp to remove fuel line from fuel pump module inlet port.

3. Disconnect inlet, outlet, and pulse (vacuum) lines at fuel pump.

D

J

I

K

B

C

H

G

E

A

F

G

I

K

A

C

E

Fuel Pump Module

Inlet Port

Evap Line

B

D

High Pressure Fuel

Line Connector

Fuel Pump Module

Baffl e

F


Inlet Line

Outlet Line

Fuel Filter

H

J

L

Fuel Pump

Pulse Line

Crankcase Fitting


62 690 05 Rev. --

Crankcase Components

A

O

M

L

I

N

K

J

B

D

C

E

G

F

H

Reassembly

NOTE: Make sure engine is assembled using all specifi ed torque values, torque sequences, and clearances. Failure to observe specifi cations could cause severe engine wear or damage.

Always use new gaskets. Apply a small amount of oil to threads of critical fasteners before assembly, unless a sealant or Loctite

®

is specifi ed or preapplied.

Make sure all traces of any cleaner are removed before engine is assembled and placed into operation. Even small amounts of these cleaners can quickly break down lubricating properties of engine oil.

Check oil pan, crankcase, cylinder heads, and valve covers to be certain all old gasket material has been removed. Use gasket remover, lacquer thinner, or paint remover to remove any remaining traces. Clean surfaces with isopropyl alcohol, acetone, lacquer thinner, or electrical contact cleaner.

Install Flywheel End Oil Seal

1. Make sure seal bore of crankcase is clean and free of any nicks or burrs.

2. Apply a light coat of clean engine oil to outside diameter of oil seal.

3. Install oil seal into crankcase using a seal driver.

Make sure oil seal is installed straight and true in bore and tool bottoms against crankcase.

Install Lifter Feed Chamber Gasket and Cover

1. Install lifter feed chamber gasket, followed by lifter feed cover over lifter feed chamber.

2. Install screws. Make sure all parts are properly aligned. Torque screws to 6.6 N·m (58 in. lb.).

A

C

E

G

I

Camshaft

Regulating Pin*

Cross Shaft*

Lifter Feed Cover

Crankshaft

K

Connecting Rod

L

M

Piston Pin Retainer

N

O

Piston Ring Set

*Mechanical Governor only.

P

B

D

F

H

J

P

Locking Tab*

Governor Gear*

Lifter Feed Cover

Gasket

Governor Yoke*

Connecting Rod

End Cap

Piston Pin

Piston

Oil Seal


83

Reassembly

Install Governor Shafts, Seal, and Governor Gear

(Mechanical Governor only)

Governor Components and Details

B

A

Install Crankshaft

Carefully slide fl ywheel end of crankshaft through oil seal in crankcase.

Install Connecting Rods with Pistons and Rings

Piston Details

C

D

E

C

F

A B

A

Crankcase Surface

B

Seal Depth

1.5-2.0 mm

(0.059-0.078 in.)

C

E

Oil Seal

Crankcase Surface

D

F

12.66 mm

(0.498 in.)

Governor Gear

Shaft

If governor shafts, seal, and/or governor gear were removed, reassemble as follows.

1. Lightly oil lip and outside diameter of new governor cross shaft seal. Install seal into crankcase to depth shown.

2. If governor gear shaft was removed, press or lightly tap replacement shaft into oil pan to depth shown.

3. Lubricate governor cross shaft bearing surfaces in crankcase with engine oil. Insert governor cross shaft end with fl at cutout where governor yoke is secured, into crankcase and position shaft so that fl at part is visible (up).

4. Attach governor yoke to cross shaft so curved section is up as marked. Secure with screws. If a thread locking compound is not preapplied, apply a small amount of Loctite

®

266™ Threadlocker or equivalent, to screw threads before installing. Torque screws to 2.2 N·m (20 in. lb.).

fi rst regulating pin with head down so it will contact yoke. Install governor gear with second regulating pin and fl yweight assembly in/down onto governor shaft until it locks into position. Apply a small amount of grease to locking tab thrust washer and install on top of governor gear so tang is facing up in 6 o’clock position.

A

C

Side 1

Top of Piston

B

Side 2

NOTE: Cylinders are numbered on crankcase. Make sure to install piston, connecting rod and end cap into appropriate cylinder bore as previously marked at disassembly. Do not mix end caps and connecting rods.

NOTE: Proper orientation of piston/connecting rod assemblies inside engine is extremely important.

Improper orientation can cause extensive wear or damage. Be certain pistons and connecting rods are assembled exactly as shown.

1. Stagger piston rings in grooves until end gaps are

120° apart. Oil ring rails should also be staggered.

2. Lubricate cylinder bore, piston, and piston rings with engine oil. Compress rings of piston side 1 using a piston ring compressor.

3. Lubricate crankshaft journals and connecting rod bearing surfaces with engine oil.

4. Make sure FLY stamping on piston is facing toward fl ywheel side of engine. Use a hammer with a rubber grip and gently tap piston into cylinder. Be careful oil ring rails do not spring free between bottom of ring compressor and top of cylinder.

5. Install inner rod cap to connecting rod using screws.

Torque screws in increments to 11.6 N·m (103 in. lb.). Illustrated instructions are provided in service rod package.

Align chamfer of connecting rod with chamfer of its mating end cap. When installed, fl at faces of connecting rods should face each other. Faces with raised rib should be toward outside.

6. Repeat this procedure for other connecting rod and piston assembly.


62 690 05 Rev. --

Reassembly

Install Camshaft

1. Liberally apply camshaft lubricant to each cam lobe.

Lubricate camshaft bearing surfaces of crankcase and camshaft with engine oil.

2. Position timing mark of crankshaft gear at 12 o’clock position.

3. Slide camshaft into bearing surface of crankcase, positioning timing mark of camshaft gear at 6 o’clock position. Make sure camshaft gear and crankshaft gear mesh, with both timing marks aligned.

Determining Camshaft End Play

1. Place a new oil pan gasket into position on crankcase.

2. Position camshaft end play checking tool over camshaft. Use a feeler gauge to check end play between camshaft and end play checking tool.

Camshaft endplay should be between 0.3/1.3 mm

(0.011/0.051 in.).

3. No shim is typically used from factory. However, if camshaft end play is not within specifi ed range, remove checking tool and shim as necessary.

Several color coded shims are available:

White: 0.69215/0.73025 mm (0.02725/0.02875 in.)

Blue: 0.74295/0.78105 mm (0.02925/0.03075 in.)

Red: 0.79375/0.83185 mm (0.03125/0.03275 in.)

Yellow: 0.84455/0.88265 mm (0.03325/0.03475 in.)

Green: 0.89535/0.99345 mm (0.03525/0.03675 in.)

Gray: 0.94615/0.98425 mm (0.03725/0.03875 in.)

Black: 0.99695/1.03505 mm (0.03925/0.04075 in.)

4. Reinstall end play checking tool and recheck end play.


85

Reassembly

Breather/Oil Pan Components

A

H

I

J

L

K

E

F

D

M

F

G

B

C

1

Breather Fastener

Torque Sequence

3

N

4

2

A

E

Oil Pan

Pickup Tube

I

Crankshaft Bearing

(PTO)

J

M

Breather Assembly

N

B

F

Gerotor Gears

Inlet Seal

Oil Pan Gasket

Oil Seal

Install Oil Pan Seal and Crankshaft Bearing (PTO)

If bearing was removed in servicing, install a new bearing using an arbor press and driver.

1. Make sure oil pan bore for bearing is clean, dry and

86 free of nicks or burrs.

C

G

K

Oil Pump O-Ring

Pickup Screen

Breather Filter

D

H

L

Oil Pump Housing

Drain Plug

Breather Gasket

2. Press crankshaft bearing (PTO) in place with notch oriented in 12 o’clock position using an arbor press and driver. Make sure bearing is fully seated against fl ange.

3. Apply a light coat of clean engine oil to inner surface of bearing.

KohlerEngines.com

62 690 05 Rev. --

PTO Oil Seal

Details

B

A

A

3.0 mm (0.118 in.)

B

Oil Seal

1. Check to make sure there are no nicks or burrs in crankshaft seal bore of oil pan.

2. Lightly oil outside diameter of oil seal.

3. Install oil seal into oil pan using a seal driver. Make sure oil seal is installed straight and true in bore to depth shown.

Oil Pump Assembly

Oil pump is mounted inside oil pan. If service was required and oil pump was removed, refer to

Disassembly/Inspection and Service procedure.

Install Oil Pan Assembly

Torque Sequence

1

3

14

5

12

Reassembly

1. Make sure sealing surfaces of oil pan and crankcase are clean, dry, and free of any nicks or burrs. Install a new O-ring in oil pan.

2. Install a new oil pan gasket onto crankcase.

3. Make sure oil pump and oil pick up are installed in oil pan.

4. Ensure end of locking tab washer on governor gear is positioned outward in 6 o’clock position inside crankcase.

fl at of oil pump gear to match position of fl at on camshaft. Install oil pan to crankcase. Carefully seat camshaft and crankshaft into their mating bearings. Rotate crankshaft slightly to help oil pump and governor gears mesh.

6. Lightly oil threads and install screws securing oil pan to crankcase. Torque fasteners in sequence shown to 25.6 N·m (227 in. lb.).

Check Crankshaft End Play

Set engine on base and use a dial indicator to check crankshaft end play to 0.30/1.50 mm (0.011/0.059 in.).

Install Breather Assembly

1. Make sure sealing surfaces of crankcase and breather cover are clean and free of any nicks or burrs. Do not scrape surfaces, as this could result in leakage.

2. Install breather chamber gasket as shown. Assemble and install breather assembly components as illustrated. Make sure fi lter does not extend above top surface and all parts are properly aligned.

3. Install screws and torque to 12.4 N·m (110 in. lb.) following sequence.

4. Breather hose will be connected to cover in a later step.

7

9

11

13

2

4

10

6

8


87

Reassembly

Cylinder Head Components

B

G

H

C

D

E

F

L

N

A

I

J

K

M

Q

X

O P

V

U

R

W

S

T

A

E

I

Q

U

Gasket

Guide Plate

Valve Stem Seal

Install Hydraulic Lifters

B

F

M

Valve Spring Keeper

N

Rocker Stud

Rocker Arm Screw

J

R

V

NOTE: Hydraulic lifters should always be installed in same position as they were disassembled.

Exhaust lifters are located on output shaft side of engine while intake lifters are located on fan side of engine. Cylinder numbers are embossed on top of crankcase and each cylinder head.

1. Refer to Disassembly/Inspection and Service for lifter preparation (bleed down) procedures.

2. Apply camshaft lubricant to bottom surface of each lifter. Lubricate hydraulic lifters and lifter bores in crankcase with engine oil. Do not prime lifters.

3. Note mark or tag identifying hydraulic lifters as either intake or exhaust and cylinder 1 or cylinder 2. Install hydraulic lifters into their appropriate location in crankcase. Do not use a magnet.

Valve

Spacer

Valve Spring

Push Rod

Valve Cover Seal

Non-adjustable Valve

Train (Non-AVT)

C

G

O

S

W

Cylinder Head

Washer

D

H

K Valve Spring Retainer

L

Rocker Arm

Valve Cover

Adjusting Nut

P

T

X

Pipe Plug

Spark Plug

Hydraulic Lifter

Rocker Arm Pivots

Grommet

Adjustable Valve

Train (AVT)

Valve Stem Seals

These engines use valve stem seals on intake and exhaust valves. Always use new seals whenever valves are removed from cylinder head. Seals should also be replaced if worn or damaged. Never reuse an old seal.

Assemble Cylinder Heads

Prior to installation, lubricate all components with engine oil, paying particular attention to lip of valve stem seal, valve stems, and valve guides. Install in order listed below using a valve spring compressor.

● Intake and exhaust valves

● Valve spring retainers.

● Valve springs.

● Valve spring keepers.

● Valve stem seals.

● Guide plate (AVT only).

● Pivot studs (AVT only).


62 690 05 Rev. --

Reassembly

Install Cylinder Heads

Torque Sequence

44

22

55 55

22

44

11 33 33 11

1 2

NOTE: Match numbers embossed on cylinder heads and crankcase.

1. Check to make sure there are no nicks or burrs on sealing surfaces of cylinder head or crankcase.

2. Check dowel pins are in place in 2 lower locations, and install a new cylinder head gasket, (printed side up).

3. Install cylinder head. Make sure head is fl at on gasket and dowel pins. Install a fl at washer on screws in locations 1 and 3. Install spacer followed by a fl at washer on screw in location 5. Start 5 screws.

4. Torque screws in 2 stages, fi rst to 23.7 N·m

(210 in. lb.), fi nally to 46.9 N·m (415 in. lb.) following sequence shown.

5. Repeat procedure for opposite cylinder.

6. Make sure threads of pipe plugs for cylinder heads are clean and dry. Install a plug into each cylinder head above screw on location 2 and torque to

28.5 N·m (252 in. lb.).

Install Guide Plate, Pivot Studs, Push Rods and

Rocker Arms

NOTE: Install push rod guide plate so fl ange is down

(towards cylinder) on side 1, and up (away from cylinder) on side 2 (AVT only).

NOTE: Push rods should always be installed in same position as before in disassembly.

Non-adjustable Valve Train

1. Position rocker arm pivots in sockets of rocker arms.

Insert screws through pivots, rocker arms, and guide plate. Start screws into cylinder head and fi nger tighten only at this time.

2. Note mark or tag identifying push rod as either intake or exhaust and cylinder 1 or 2. Dip ends of push rods in engine oil and install, making sure each push rod ball seats in its hydraulic lifter socket. Align rocker arms over valve stems. Hold rocker arm in position and torque screws to 15.5 N·m (137 in. lb.).

Adjustable Valve Train

1. Install push rod guide plate and rocker arm pivot studs onto cylinder heads if removed previously.

Torque studs to 11.3 N·m (100 in. lb.).

2. Note mark or tag identifying push rod as either intake or exhaust and cylinder 1 or 2. Dip ends of push rods in engine oil and install, making sure each push rod ball seats in its hydraulic lifter socket.

3. Apply grease to contact surfaces of rocker arms and rocker arm pivots. Install rocker arms, rocker arm pivots, and adjusters on cylinder head 1.

Adjust Valve Clearance (AVT Only)

NOTE: It takes two hands to make lash adjustment. A clamping device or an assistant to hold lifter compressed while making adjustment will make process easier.

1. Turn adjusters in rocker arms by hand clockwise

(down), only enough to capture push rods in recesses.

2. Rotate crankshaft to establish TDC on compression stroke for cylinder 1.

a. Compression will be felt through spark plug hole.

b. Keyway of crankshaft will be aligned with cylinder

1.

c. No rocker arm/push rod movement if crankshaft is rotated slightly back and forth. If they are moving, rotate crankshaft one full revolution.

a. Apply downward pressure to push rod side of rocker arm to compress lifter and bottom internal plunger. Several manual compressions may be necessary. Hold in this position for step 3b.

b. Insert a 0.406/0.483 mm (0.016/0.019 in.) feeler gauge between end of one valve and rocker arm.

Turn adjuster until a slight drag is felt. Hold adjuster in this position and tighten locking setscrew. Torque setscrew to 7.7 N·m (69 in. lb.).

After tightening recheck adjustment. Proper valve clearance is 0.406/0.483 mm (0.016/0.019 in.).

c. Repeat procedure for other valve on this side.

Non-Bled Lifters (when cylinder heads and lifters are not removed): a. Turn 1 rocker arm adjusting nut from side 1 down until push rod is snug but can be rotated with drag. This is 0 lash.

b. Mark or note setting of adjustment nut, then turn

(tighten) adjuster nut 3 complete revolutions clockwise, plus one fl at of nut (3/4 turn), or a total of 3-3/4 turns.

c. Hold adjuster nut in this position and tighten locking setscrew. Torque setscrew to 7.7 N·m (69 in. lb.).

d. Repeat procedure for other valve on this side.


89

Reassembly

4. Viewed from PTO end, rotate crankshaft 270° (3/4 turn) counterclockwise and align crankshaft keyway with cylinder 2, which now puts that cylinder at TDC on compression stroke.

5. Repeat steps 3-5 for setting valve clearance on cylinder 2.

6. Rotate crankshaft to check for free operation of valve train. Check for clearance between valve spring coils at full lift, or bending of push rod(s) can occur. Minimum allowable clearance is 0.25 mm

(0.010 in.).

Check Assembly

Rotate crankshaft a minimum of two revolutions to check assembly and overall proper operation.

Check if engine can be turned over completely and compression is noted. If it cannot (locks up at some point), return piston to TDC between intake and exhaust strokes fi rst for one cylinder and then other waiting ten minutes to allow lifters to bleed down, then check for compression again.

Install Valve Covers

1. Make sure sealing surfaces are clean and free of any nicks or burrs.

2. Install and properly seat seal onto each valve cover.

3. Install valve covers on same side as they were originally installed.

4. Install a new grommet on each valve cover mounting screw. Start each screw into hole.

5. Check position of each cover and seal, then torque screws to 13.6 N·m (120 in. lb.).

Install Spark Plugs

1. Check gap using wire feeler gauge. Adjust gap to

0.76 mm (0.030 in.).

2. Install plug into cylinder head.

3. Torque plug to 27 N·m (20 ft. lb.).

Oil Cooler/Filter Components

E

G

I

A

C

J

I

Oil Filter

Cup

Cup Spring

Screw

Pin

B

D

F

H

J

B

E

D

F

A

C

H

G

Oil Filter Nipple

Valve Spring

Oil Filter Valve

Oil Filter Housing

O-Ring

Install Oil Filter Housing Assembly

Reassemble oil fi lter housing if disassembled previously.

Reassembly

1. Install small spring onto rubber valve, and insert small end through corresponding hole in cup until properly seated.

2. Install larger spring into fi lter housing.

oil corresponding section in housing.

4. Install nipple in housing and torque to 17.8 N·m

(158 in. lb.).

Installation

1. Make sure all sealing surfaces are clean and all dowel pins are in position. Install or check new

O-rings are around all oil fi lter adapter dowel pins.

oil screw. Make sure housing is fl at on crankcase and all O-rings remain in position. Torque screw to

23.7 N·m (210 in. lb.) fi lter may be installed now or upon completion of engine assembly.


62 690 05 Rev. --

Reassembly

Backing Shroud/Intake Manifold/Throttle Body/Air Cleaner/Flywheel/Fan Assembly Components

G

A

B

E

D

C

F

H

K

L

I

J

M

N

A

E

I

M

Special Washer

Washer

Stator

Breather Hose

J

N

B

F

Debris Screen

Flywheel/Fan/Hex

Stud Assembly


Connector

Oil Sentry

TM

C

G

K

O

O

P

Stiffener

Backing Shroud/

Intake Manifold/

Air Cleaner

Assembly

MAP Sensor

Connector

Oil Temperature

Sensor

D

H

L

P

Flywheel Screw

Speed Sensor

Ground Lead

Reducer Bushing


91

Reassembly

Install Intake Manifold/Throttle Body//Air Cleaner/

Backing Shroud Assembly

Intake Manifold Torque Sequence

3

4

Install Ground Lead and Rectifi er-Regulator

Connector

1. Attach ground lead to outer rectifi er-regulator mounting screw and washer, then torque mounting screw to 2.5 N·m (22 in. lb.).

2. Install wiring harness clamp mounting bracket with harness ground lead to inboard #1 side cylinder boss.

1

2

1. Install new intake manifold gaskets on bolts so notched section is inward and points toward fl ywheel side. Loosely assemble intake manifold to heads; do not tighten as this time.

2. Set backing shroud assembly onto crankcase and start mounting screws. Torque screws in a crisscross pattern to 10.7 N·m (95 in. lb.) into new holes, or 7.3

N·m (65 in. lb.) into used holes.

3. Apply pipe sealant with Tefl on holes.

® (Loctite ® PST ® 592™

Thread Sealant or equivalent) to stator mounting

4. Position stator, aligning mounting holes so leads are at bottom and toward rectifi er-regulator mount on cylinder 1 side.

5. Install and torque screws to 9.3 N·m (82 in. lb.).

6. Check that stator wires are under molded clips in backing shroud assembly.

7. Install dipstick tube with a new lower O-ring into crankcase. Secure with lower mounting screw.

Torque screw to 7.7 N·m (68 in. lb.). Start upper screw but do not tighten until after blower housing is installed.

8. Torque intake manifold screws in 2 stages using sequence shown, fi rst to 16.9 N·m (150 in. lb.), fi nally to 22.6 N·m (200 in. lb.).

Install Breather Hose

1. Lightly oil lower end of breather hose and install into hole in breather assembly. Cover should be situated between 2 raised rings of hose.

2. Connect Oil Sentry

™

lead (green wire).

3. Install oil temp sensor connector.

4. Install MAP sensor connector.

Install Oil Cooler

NOTE: New hose clamps are recommended for reassembly, or if clamps have been loosened

(expanded) several times to avoid leakage.

1. Connect hoses between oil fi lter adapter and oil cooler. Secure with new clamps.

2. Align oil cooler with bosses in backing shroud assembly. Secure with screws and washers but do not tighten at this time.

Install Flywheel/Fan Assembly

CAUTION

Damaging Crankshaft and Flywheel can cause personal injury.

Using improper procedures can lead to broken fragments. Broken fragments could be thrown from engine. Always observe and use precautions and procedures when installing fl ywheel.

NOTE: Before installing fl ywheel make sure crankshaft taper and fl ywheel hub are clean, dry, and completely free of any lubricants. Presence of lubricants can cause fl ywheel to be over stressed and damaged when screw is torqued to specifi cations.

NOTE: Make sure fl ywheel key is installed properly in keyway. Flywheel can become cracked or damaged if key is not properly installed.

1. Install woodruff key into crankshaft keyway. Make sure key is properly seated and parallel with shaft taper.

fl ywheel/fan assembly onto crankshaft, being careful not to shift woodruff key.

3. Install screw and washer.

a fl ywheel. Torque screw to 69.8 N·m (51 ft. lb.).

Install Crankshaft Position Sensor

NOTE: Ensure all parts are clean, undamaged, and free of debris; make sure electrical connectors have seal in place.

1. Install crankshaft position sensor and bracket assembly to crankcase posts.

2. Snug screws and check air gap of sensor with a feeler gauge. It must be 0.20-0.70 mm (0.008-0.027 in.).

3. Torque bracket screws to 9.7 N·m (86 in. lb.).

4. Check electrical connector on crankshaft position sensor making sure a good connection is made.


62 690 05 Rev. --

Reassembly

External Engine Components

S

S

R

M

K

L

N

O

H

I

D

Q

P

A

B

J

F

B

F

E

C

D

G

Q

U

A

E

I

Dipstick

Spark Plug Lead

Fuel Pump Module

Bracket

M


N

B

F

J

Oil Filter

Gasket

R

V

Oil Drain Plug

Barrel Baffl e

Fuel Filter

Evap Line

Blower Housing with

Fixed Guard

Carburetor

O

S

W

C

G

K

Oil Fill Tube

Starter Assembly

Fuel Pump Module

High Pressure Fuel

Line Connector

Cylinder Shroud

Intake Manifold

D

H

L

P

Valley Baffl e

Ignition Coil

Fuel Pump

Oil Cooler


93

Reassembly

Install Valley and Cylinder Barrel Baffl es

1. Install #1 side valley baffl e and secure with 3 screws. Reinstall clip securing harness to baffl e.

Install #2 side valley baffl e and secure with 3 screws. Torque M6 screws going into cylinder head and crankcase to 10.7 N·m (95 in. lb.) for new holes, or 7.3 N·m (65 in. lb.) for used holes.

2. Install cylinder barrel baffl es. Make sure spark plug lead is routed through corresponding opening in each baffl e. Start each screw. Torque M6 shoulder screws going through backing shroud assembly into extruded holes in baffl es to 2.5 N·m (22 in. lb.) into new holes, or 2.0 N·m (18 in. lb.) into used holes.

Torque M6 screws going into cylinder head and crankcase to 10.7 N·m (95 in. lb.) for new holes, or

7.3 N·m (65 in. lb.) for used holes.

Torque Oil Cooler Screws

1. Align oil cooler with bosses in backing shroud assembly. Torque screws to 2.3 N·m (21 in. lb.).

Install Fuel Pump Module/Fuel Pump Assembly

NOTE: Ensure all parts are clean, undamaged, and free of debris; make sure electrical connector has seal in place.

NOTE: Fuel pump module pins should be coated with a thin layer of electrical grease to prevent fretting and corrosion and may be reapplied if fuel pump module is being reused.

1. Orient fuel pump module baffl e so pulse fi tting in crankcase extends through cutout in baffl e.

2. Connect pulse line (from fuel pump) to crankcase fi tting.

3. Install screws to secure fuel pump module/baffl e assembly to crankcase. Torque screws to 11.9 N·m

(105 in. lb.). If fuel pump module was removed from baffl e, after installing baffl e, install fuel pump module to baffl e and torque screws to 9.2 N·m (81 in. lb.).

4. Connect electrical connector to top of fuel pump module. Ensure grey locking tab is pulled out before connecting. Push connector onto terminal until a click us heard, then push in grey locking tab to lock connector.

5. Push high pressure fuel line connector onto fuel pump module fi tting.

6. If Oetiker clamp was cut to remove inlet fuel line, slide a new Oetiker clamp onto fuel line and connect fuel line to fuel pump module. Only use an Oetiker clamp pliers to crimp Oetiker clamps. Oetiker clamp crimp must point up and away from top of fuel pump module and anti-abrasion sleeve must be positioned over Oetiker clamp.

7. Install connectors to #1 and #2 side ignition coils.

8. Orient/push line clamps into baffl es. Push evap line into clips on high pressure fuel line. Connect evap line to vent fi tting on fuel pump module.

Install Electric Starter

1. Install electric starter motor using screws.

2. Torque screws to 16 N·m (142 in. lb.).

3. Connect main power lead and solenoid lead.

Install Cooling Fan and Debris Screen

CAUTION

Failure to utilize or reassemble debris screen as designed could result in debris screen failure and serious personal injury.

If cooling fan was removed from fl ywheel perform step 1; if hex studs were removed from fl ywheel perform step 2; otherwise proceed to step 3.

1. Position cooling fan onto fl ywheel aligning mounting locations. Apply a small amount of Loctite

®

243™

Threadlocker to threads and install long mounting screws. Torque screws to 10.4 N·m (92 in. lb.).

2. Apply a small amount of Loctite

®

243™ Threadlocker to external threaded section, (unless new parts with preapplied locking compound are being used).

Thread debris screen hex studs into mounting holes in fl ywheel. Torque each stud to 21.5 N·m (190 in. lb.).

3. Install stiffener followed by metal debris screen onto studs. Secure with special washers and mounting screws using Loctite

®

243™ Threadlocker on threads. Torque hex fl ange screws to 20.3 N·m (180 in. lb.) and button head cap screws to 9.9 N·m (88 in. lb.).

Install Blower Housing/Guard Assembly

Align and install blower housing with fi xed guard. Secure with screws. Torque screws to 2.5 N·m (22 in. lb.) into new holes, or 2.0 N·m (18 in. lb.) into used holes.

Install Fuel Pump

Install fuel pump to blower housing and secure with screws. Torque screws to 2.8 N·m (25 in. lb.).

Install Cylinder Shrouds

Install cylinder shrouds and secure with screws. Torque screws to 2.5 N·m (22 in. lb.) into new holes, or 2.0 N·m

(18 in. lb.) into used holes.


62 690 05 Rev. --

Reassembly

Mechanical Governor Control Bracket Components

A

B

C

D

E

F

G

H

A

E

Throttle Lever

Cross Shaft

B

F

Control Bracket

Governor Lever

C

G

Throttle Linkage

Governor Spring

D

H

Linkage Spring

Idle Spring

Install Governor Lever (Mechanical Governor Only)

Install governor lever onto governor shaft and connect throttle linkage with black clip.

Adjusting Mechanical Governor

1. Position governor lever so clamping area is inboard but completely on knurled area of governor cross shaft.

2. Move governor lever toward throttle body as far as it will go (wide-open throttle) and hold in position.

3. Insert a long thin rod or tool into hole on cross shaft and rotate shaft clockwise (viewed from end) as far as it will turn, then torque nut to 7.1 N·m (63 in. lb.).

4. Connect governor spring (with long looped end), to inner hole on governor lever and control bracket.

Connect governed idle spring to outer governor lever hole and control bracket.

Make sure springs do not contact valley baffl e.

Install Oil Sentry

™

(if equipped)

1. Apply pipe sealant with Tefl on ® (Loctite ® PST

Thread Sealant or equivalent) to Oil Sentry

™

® 592™

threads switch and install it into 1/8 in. port in oil pan. Torque switch to 10.7 N·m (95 in. lb.).

2. Connect green wire lead to Oil Sentry

™

terminal.

Install Muffl er

1. Install new exhaust gaskets onto exhaust studs.

2. Install port liners (if equipped). Attach muffl er and secure with nuts onto exhaust studs. Torque nuts to

24.4 N·m (216 in. lb.).

3. Install any attaching hardware and brackets. Torque

M6 screws to 9.9 N·m (88 in. lb.), and M8 screws to

24.4 N·m (216 in. lb.).

4. Install spark arrestor (if used).


95

Reassembly

Install Oil Filter and Add Oil to Crankcase

NOTE: Make sure both oil drain plugs are installed and torqued to 21.4 N·m (16 ft. lb.). to prevent oil leakage.

1. Install oil drain plugs. Torque plugs to 21.4 N·m

(16 ft. lb.).

new with new oil until oil reaches bottom of threads. Allow

2 minutes for oil to be absorbed by fi lter material.

3. Apply a thin fi lm of clean oil to rubber gasket on new fi lter.

4. Refer to instructions on oil fi lter for proper installation.

5. Fill crankcase with new oil. Level should be at top of indicator on dipstick.

Testing Engine

It is recommended engine be operated on a test stand or bench prior to installation in equipment.

1. Set engine up on a test stand. Install an oil pressure gauge. Start engine and check to be certain oil pressure (20 psi or more) is present. Run engine at idle for 2-3 minutes, then 5-6 minutes more between idle and midrange.

2. Adjust idle speed screw located on throttle body as necessary. Standard idle speed setting for EFI engines is 1500 RPM, but certain applications might require a different setting.

3. Mechanical Governor: Adjust governed idle and high speed (RPM) to required settings. Make sure maximum engine speed does not exceed 3900 RPM

(no load).

3. Electronic Governor: Attach 12 volt jumper wire to speed control input red wire with yellow tracer.

Engine speed should increase to high. Make sure maximum engine speed does not exceed 3900 RPM

(no load). If engine speed does not increase, refer to

Governor section for proper troubleshooting and diagnostics.

Connect Spark Plug Leads

Connect leads to spark plugs.

Prepare Engine for Operation

NOTE: If ECU, throttle body, TPS, or fuel pump module were replaced, an ECU Reset and TPS Learn is required. Refer to Electronic Fuel Injection (EFI)

System section.

NOTE: If electronic governor and throttle body were removed or replaced, refer to Governor section for proper adjustment/assembly.

Engine is now completely reassembled. Before starting or operating engine, follow proceeding steps.

1. Make sure all hardware is tightened securely.

2. Make sure oil drain plugs, Oil Sentry

™

pressure switch, and a new oil fi lter are installed.

3. Verify crankcase has been fi lled with correct amount, weight, and type of oil. Refer to oil recommendations and procedures in Maintenance, Specifi cations, and

Lubrication System sections.

4. Turn on fuel supply.


62 690 05 Rev. --


97


62 690 05 Rev. --


99

© 2013 by Kohler Co. All rights reserved.


1P62 690 05

8 85612 22194 0

62 690 05 Rev. --

Kohler Command PRO ECV980 Service manual

Operation Input Voltage:

0-1 Volts at Idle/9+ Volts at High Speed

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Table of contents

Kohler Command PRO ECV980 Service manual

Operation Input Voltage:

0-1 Volts at Idle/9+ Volts at High Speed

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Table of contents