WISCONSIN in Cooled HEAVY DUTY ENGINES . INSTRUCTION BOOK AND PARTS LIST MODELS TH, THD ISSUE MM-277-B WORLD'S LARGEST BUILDERS OF HEAVY DUTY AIR COOLED ENGINESIMPORTANT STARTING AND OPERATION OF NEW ENGINES Careful breaking in of a new engine will greatly increase its life and result in trouble-free operation. A factory test is not sufficient to establish the polished bearing surfaces, which aze so necessary to the proper perform- ance and long life of an engine. Neither is there a quick way to force the establishment of good bearing surfaces. These can only be obtained by running a new engine carefully and under reduced speeds and loads for a shore time, as follows: First, be sure the engine is filled to the proper level with a good quality of engine oil, see “Grade of Oil” chart. Before a new engine is put to its regular work, the engine should be oper- ated at low idle speed (1000 to 1200 R.P.M.) for one half hour, without load. The R.P.M. should then be increased to engine operating speed, still without load, for an additional two hours. If at all possible, operate the engine at light loads for a period totaling about eight hours, before maximum load is applied. This will greatly in- crease engine life. “The various bearing surfaces in a new engine have noc been glazed, as will be with continued operation, and ic is in this period of “running i that special care must be exercised, otherwise the highly desired glaze will never be obtained. A new beating susface that has once been damaged by carelessness will be ruined forever. THEREFORE READ INSTRUCTIONS CAREFULLY A copy of this manual is sent out with each engine. All points of opera~ tion and maintenance have been covered as carefully as possible but if further information is required, inquiries sent to the factory will receive prompt attention. When writing the factory ALWAYS GIVE THE MODEL AND SERIAL NUMBER of engine referred to, Extra copies of this manual are $1.00 each. ‘WISCONSIN MOTOR CORPORATION MILWAUKEE 46, WISCONSINBOOK OF INSTRUCTIONS WISCONSIN Aix-Cacled TWO CYLINDER ENGINE WODEL TH SA" Be : Engine having Stellite Exhaust Valves ond Inserts is designated as Model THD,Air Cleaner. Battery Ignition Distributor Battery Ignition Wiring and Timing Diagram, Carburetor Adivstment Carburetor Repair ~ See Manufacturer's Bulletin in Back of Manual. Choke Clutch Clutch Adjustment Compression Compression ~ Restoring Cooling Crankshaft - End Ploy Cross Section of Engine-. Disassembling and Reassembling ‘Comshaft Camshaft Gear Corburetor and Wanifoid Crankshaft Cylinder Block: Cylinder Head Engine Base Flywheel Oil Pump: ston, Ring ond Red Clearance Chart 9 Piston ond Connecting Rod Electric Starter and Generator Fuel Pump Gasoline Strainer Gears ~ Timing (Fig. 22) General Information and Design Governor ~ Adjustment Governor - Description High Temperature Safety Switch Horsepower. Ignition Switch miese PAGE 3 13 u INDEX PACE Illustration of Engine a4 Lubrication 7-8 Lobrication System ~ Diagram 6 Magneto Breaker Point Adjustment... " Magneto Ignition Spark. n Magneto Repair ~ See Manufacturer's Bulletin Sin Back of Manvel. Magneto Timing Diagram 12 Magneto Tining n Oil-Grade of 8 Oil Spray Nozzles 23 Ports List Section a Reduction Gears 25 Rotetion . 7 Safety Precautions 15 Service Station Directory ~ See Back of Manval. Spark Plug “ Storting and Operating Instructions 8 Storting and Operation of New Eng inside of Front Cover. Starting ~ Hand Crank 10 Stopping Engine ~ Vapor Lock ond Dieseling .. 10 Storage of Engine for Winter 25 Testing of Rebuilt Engine "7 iming ~ Neon Lamp, Distributor. “4 Troubles ~Couses and Remedies 15 Backfiring Through Carburetor 7 Ignition 16 Knocking 7 Missing ié Overhecting 7 Sterting Difficult 15 ° . 6 Surging or Galloping 16 Valves - Grinding and Tolerances 2 Valve Tappets 2 Warm-Up Period Overspeeding 10EXHAUST MUFFLER lL, BATH, AIR CLEANER VARIABLE SPEED GOVERNOR CONTROL AIR VENT HOLE TN TANK CAP FUEL TANK CHOKE CONTROL, CARBURETOR GASOLINE STRAINER MAGNETO STOP SWITCH fe FuEL PuNP Re / FUEL pune PRINER NANOLE o1L DRAIN PLUG ou, FILLER i dRBER 1991681 Fig TAKE-OFF (Side Mount Tank) VIEW OF ENGINE 3 i369,EXMAUST MUFFLER AIR VENT HOLE IN TANK CAP AIR CLEANER IGNITION i FUEL TANK Sui TcH » te f S VARIABLE CARBURETOR SPEED Governor CONTROL MAGNETO OL FILLER AND SABER OIL. DRAIN PLUG Vase Fig? POWER UNIT FAN END VIEW OF ENGINE 369 4oma vad 0 cancun Fig 3 CROSS SECTION OF ENGINE 3702eDer6ort ‘9omd Nivea 0 Fig 4 LUBRICATION SYSTEM 6 iarGENERAL INFORMATION Wisconsin heavy duty air cooled engines are of the most approved design, built in @ modem factory, equipped with the latest machinery available. Only the best matesals, most suitable for the particular part, are used. Duting production every part is sub- jected to the most rigid inspection, as are also the completely assembled engines. After assenbly every engine is operated on its own power, for several hours, on a dynamometer. All adjustments are care- fully made so that each engine will be in perfect op- erating condition when it leaves the factory. Back of the Wisconsin Motor Corporation is fifty years of engineering experience in the design of gas line engines for every conceivable type of service. The performance of these engines is proof of the long satisfactory service you too can expect from your engine. Like all fine machinery an engine must be given reg- ular care and operated in accordance with instuc- tions. Keep this book handy at all times, familiorize yourself with the operating instructions. GENERAL DESIGN Wisconsin engines are of the four cycle type, inwhich each of the four operations of suction, compression, expansion and exhaust requires a complete stroke. This gives one power stroke per cylinder for each two revolutions of the crankshaft, COOLING Cooling is accomplished by @ flow of air, circulated over the cylinders and heads of the engine, by a combination fan-flywheel encased in a sheet metal shroud. The air is divided and directed by ducts and baffle plates to insure unifom cooling of all parts. Never operate on engine with any part of the shrouding removed, becouse this will retard the ir coli CARBURETOR ‘The proper combustible mixture of gasoline and ait is fumished by a balanced carburetor, giving comect fuel to air ratios for all speeds and loads. IGNITION ‘The spark for ignition of the fuel mixture is fumish- ed by @ high tension magneto driven off the timing gears. at crankshaft speed. The magneto is fitted with an impulse coupling, which makes possible a powerful spark for easy starting, Also, the impulse coupling automatically retards the timing of the spark for starting, thus eliminating danger of a kick back from the engine when starting, When electric starter and generator are fumished, battery ignition is used. LUBRICATION A plunger type pump supplies oil to a spray nozzle which directs oil streams against holes in the con- necting rods, and to an oil header line, connected to the gvemor housing, which lubsicates the timing gear train. Part of the oil from the oil spray nozzle ‘enters the rod bearings thru holes in the rods and the balance of the oil forms a spray or mist which lubri- cates the cylinders and all other intemal parts of the engine. See Fig. 4, GOVERNOR ‘A govemor of the centrifugal flyball type controls the engine speed by varying the throttle opening to Suit the load imposed upon the engine. ROTATION The rotation of the crankshaft is clockwise when viewing the flywheel or starting end of the engine. This gves counterclockwise rotation when viewing the power take-off end of the crankshaft. HORSE POWER RPM Model THO 1600 1800 ALT 2000 13.1 2200 14.2 2400 15.2 2600 16.4 2800 17.0 3000 175 3200 18.0 3400 17.9 3600 16.8. HORSE POWER ‘The horse power given in the above chart is for an atmospheric temperature of 60° Fahrenheit, at sea level, and at a Barometric pressure of 29,92 inches of mercus For each inch lower Barometer reading deduct 34% from above horsepower. For each 10° higher temperature there will be @ re- duction in horsepower of 1%. For each 1000 ft, altitude above sea level there will be a reduction in horsepower of 3%. ‘The friction in new engines cannot be reduced to the ultimate minimum during the regular block test, but engines are guaranteed to develop at least 8 per cent of maximum power when shipped from the fac- tory. The power will inctease, as friction is reduced, during a few days of operation. The engine will devel- op at least 95% of power shiown on chart when friction is reduced to a minimum. For continuous operation allow 20% of horse power shown, as a safety factor. M295INSTRUCTIONS FOR STARTING AND OPERATING Some of these engines are fumished with a house, as shown in Fig. 2, and are called power units. Others are furnished without a house, as shown in Fig. 1, and are called open engines. On engines with a house the side doors should alwoys be removed when operating: This is to give better circulation of ait for cooling the engine, LUBRICATION Before starting the engine, fill the oil base with good gasoline engine oil up to FULL line on oil gouge sobre, see Fig. 4 The combination oil gauge sabre and filler is on the magreto side of the standard engine, On engines with generator and distributor ignition, the oil level gauge plug is a Separate unit mounted directly beneath the distabutor. The oil filler cap is mounted along side of the generator. Too much emphasis cannot be given to the matter of oil selection. High grade oil of the body suited to the requirements of your engine isthe most important si le item in the economical operation of the unit, yet it is the cheapest item of operating cost. Select your oil Solely on quality and suitability—never on price— for no one thing is 50 sure to bring about unsatisfac- tory performance and unnecessary expense as incor rect lubrication, High-grade, highly refined oils corresponding in body to the S:A.E. Gociety of Automotive Engineers) Viscosity Numbers listed in the following chart will prove economical and assure long engine life. GRADE OF OIL TEMPERATURE oro EXAMPLE Spring, Summer ‘or Autumn SAE 30 $120°F to +40°F Mobitett A Winter 4 400N gop | SAE 20-200 | Mobitoit Arctic Winter 45°F to =20°F Crankease Capacity 3% Oe. Important: S.A.E. Viscosity Numbers classify oils in terms of body only, without consideration of quality or character, therefore we list certain grades of Mobil ail as typical examples of lubricants possessing the qualities we believe desirable in oils for Wisconsin engines, he plainly state that these grades of Mobil- oils ate listed because of their recognized quality and worldwide distribution. There are ottee high quality oils on the market thot are equally satisfac- tory for Wisconsin engine SAE tow | Mobifoil 108 3232 GRADE OF OIL, Follow summer recommendations in winter if engine is housed in warm building. Check oil level every 8 hours of operation. The old oi! should be drained and fresh oil added after every 50 hours of operation. To drain oil remove drain plug, See Fig. 4, Oil should be drained while engine is hot, as it will then flow more freely. AIR CLEANER ‘The air cleaner is an essential accessory, filtering the air entering the carburetor, and thereby prolonging the life of the engine. COVER AND FILTER ELEMENT 148487C-1 Remove the cover and filtering element from the ait cleaner. See Fig. 5. Fill bow! to oil level line with the same grade of oil as used in the crankcase, The filtering element should be washed in solvent if it shows signs of collected dust. Detailed instructions are printed on the Air Cleaner, ‘The air cleaners must be serviced frequently, depend- ing on the dust conditions where the engines are o?- erated, When the oil in the bow! becomes ditty it should be removed and replaced with new oil, This sewicing will vary from a few days of operation in comparatively clean conditions to twice @ day in dusty conditions.Operating the engine under dusty conditions without oil in the air cleaner or with dirty oil, may wear ovt cylinders, pistons, rings and bear- ings in o few doys tine, and result in costly repairs. Daily attention to the air cleaner is one of the most smportant considerations in prolonging engine life. ‘The gear cover breather is mounted underneath the air cleaner bracket. See Fig, 5 which shows the breather removed. This breather should be removed periodically and thoroughly cleaned to be sure that the check ball is free, If the breather becomes dirty so that the check ball is not free to function proper ly, 8 pressure will be built up in the gear cover caus- ing oil leakage at seal and poor oil economy. FUEL ‘These engines are furnished either with gravity feed tanks mounted above the level of the carburetor, of with side mount tanks, or tanks mounted below’ the engine. [a the latter two cases, fuel pumps are fur~ ished on the engines, to pump the fuel up to the carburetor, ‘The fuel tank should be filled with a good quality of nasoline free from dirt and water. Some of the poorer grades of gasoline contain gum which will deposit on valve stems, piston rings, and in various small passages in the carburetor and thus cause serious. trouble in operating, and this might prevent the en- gine from operating at all, Use only reputable, well known brands of Regular gasoline. Fuels with the lowest possible lead con- tent, but not below octane rating 74 (Research Meth= ax), are best, Fuel with a lower octane rating will ‘cause detonation, and if operation is continued under this condition, severe damage will result to the en- gine, The cylinders and pistons will be scored, head gaskets blown out, bearings will be damaged, etc. Be sure to open the shut off valve in the gasoline strainer before starting. Also, be sure air vent hole in fuel tank cap is open, otherwise gas cannot flow to carbureto GASOLINE STRAINER ‘The gasoline stainer is very necessary to prevent sediment, dirt and water from entering the carburetor and causing trouble or even complete stoppage of the engine. This Strainer has a glass bow! and should be cted frequently, and cleaned if dirt or water are present. To remove bowl, first shut off fuel valve, then loosen the knurled nut below bow! and swing the wire bail to one side. After cleaning bowl and screen replace the patts, being sure the gasket is in good condition; otherwise use a new gasket. See Fig. 6 Which shows the gasoline strainer mounted to the fuel tank of a power unit, On open engines the strainer is mounted to the inlet of the fuel pump: FUEL PUMP On engines equipped with fuel pumps, when starting rin 6 Tasic the first time, or when engines have been out of op- eration for a while, the hand primer lever on the fuel pump should be used before attempting to start, so that fuel may be pumped into the dry carburetor, other- wise starting would be very difficult. When priming by hand lever, a distinct resistance of the fuel pump diaphragm should be felt. If this is not the case the engine should be turned over a revolution so that the fuel pump cam will he tated from its upper position which would prevent hand priming, HAND PRIMER LEVER. ors Fin 7 Assuming the gasolinestrainer is empty, approximate. ly 25 strokes of the primer lever are required to fill the bowl. See Fig. 7, After strainer bowl is full, an additional § 10 10 strokes are required to fill the carlummtor towl. When the carburetor is full the hand primer lever will move more easily. Instructions for fuel pump maintenance and repair are located in the back of this manual 924-2CHOKE Before starting a cold engine, close the choke on the carburetor by pulling out the choke button at the fly- wheel end of the engine. See Fig. 1 and 2, When the engine is started, the choke should be opened grad- ually as the engine warms up. More choking is nec- essary when starting in cold weather than in warm. If the engine is warm, very little choking is nec- essary. The operator will soon gain experience in hhow much choking is necessary. The choke button should always be pushed in after the engine is wa ed up. The carburetor choke is closed when button is pulled cut, and open when button is pushed in. IGNITION SWITCH Magneto ignition is standard on these engines, with a lever type switch, on the side of the magneto, which is always in the on or running position, except when depressed for stopping the engine. See Fig. 1. On engines with a house, the ignition switch is on the outside of the house at the flywheel end. See Fig. 2. To run engine with magneto ignition, this switch is pushed in; with battery ignition, it is pulled ‘out. STARTING ~ HAND CRANK With the engine base filled with the correct grade of il, fuel shut-off valve open and magneto switch in the on position, close the carburetor choke valve by pulling out the choke button. If engine is equipped with a variable speed control, set throttle about 1/3 ‘open. Apply the crank at the flywheel end of the en- gine and pull up briskly on the crank in @ clockwise direction. Do not attempt to spin the engine with the starting crank. If the engine does not start on the first pull up of the crank, re-engage the crank and re- peat the operation. After engine starts, push choke button in gradually, as engine warms up. After starting a new engine for the first time, the en- gine should be “run-in” gradually, to insure trouble free service and long engine life. Refer to “Starting ‘and Operation of New Engine” instructions, on the inside of the front cover of this manual, for correct “running-in” procedure. ELECTRIC STARTER AND GENERATOR Engines equipped with electric starter and distribu tor ignition are started by pulling out the ignition switch button, closing the carburetor choke and then depressing the starter switch. The electric starter, generator and distributor are op- tional accessories, furnished only upon request when engine is purchased, and cannot be mounted in the field, unless provisions were made when engine was ordered. The sterter, generator and distributor are products of the Electric Auto-Lite Company, Toledo, Ohio, and it is recommended that all repairs for this accessory be done through their authorized Service 659 10 Stations. For wiring diagram, see Fi is not fumished by engine manufacturer 12, Battery WARM-UP PERIOD When starting a gasoline engine for its days work, the engine should be allowed to warm up to operating temperature, before the load is applied. This requires only a few minutes of running of the engine at mod- exate speed. Racing an engine or gunning it, to hurry the warm-up peried, is very destructive to the polished wearing surfaces on pistons, rings, cylinders, bearings, ete., as the proper oil film on these various surfaces can- not be established until the oil has warmed up and become sufficiently fluid. This is especially import- ant on new engines and in cool weather. Racing an engine by disconnecting the governor, ot by doing anything to interfere with the governor con- trol of the speed of the engine, is extremely danger- ‘ous. Quite naturally the operator of the engine de- sires to get all possible power out of an engine, and the engine manufacturer does his best to supply this want, but if all of this power is used merely to speed up the engine, without any load being imposed upon it, dangerously high speeds will result. The govemnor is provided as a means for controlling the engine speed to suit the load applied, and also as a safety measure to guard against excessive speeds, which not only overstrain sll working parts, but which might cause wrecking of the engine, and possible injury to bystanders. All parts of the engine are designed to safely with- stand any speeds which might normally be required, but it must be remembered that the stresses set up in rotating parts, increase with the square of the speed. That means that if the speed is doubled the stresses will be quadrupled, and if the speeds are trebled the stresses will be nine tines as great. Strict adherence to the above instructions cannot be 100 strongly urged, and greatly increased engine life will result os 9 reward for these easily applied recommendations. TO STOP ENGINE Engines, less house, have a lever type stop switch on the side of the magneto, On these, to stop engine, depress lever and hold down until engine stops. See Fig. 1. Others with house have an ignition switch on front panel of house as shown in Fig. 2. On these, to stop engine with magneto ignition, pull out the switch; with battery ignition, push in the switch, If the engine has been running hard and is hot, do not stop it abruptly from full load, but remove the load and allow engine to run idle at 1000 to 1200 R.P.M. for three to five minutes, depending on how hot the engine has been. This will reduce the intemal tem- perature of the engine much faster than stopping the engine, and of course the external temperature, in- cluding the manifold and carburetor will also reducefaster, due to the air citculation from the flywheel. ‘Two main troubles resulting from abrupt shutting off 4 hot engine are vapor leck and dieseling. Vapor lock will prevent the flow of fuel in the fuel lines and carburetor passages, which will result in hard start- ing of the engine. This can be overcome by choking the engine when cranking or waiting until the engine has cooled off sufficiently to overcome the vapor lock. Dieseling, is caused by the carbon and lead deposits in the cylinder head being heated up to such an ex- tent that they continue to fire the engine and keep it running after the ignition has been shut off. By idling the engine, as previously mentioned, the carbon and lead deposits cool off, break up and will blow out thm: the exhaust. If engine should continue to diesel, by suddenly opening up the throttle wide open and at the same time shutting off the ignition, the engine will stop. CARBURETOR ADJUSTMENT ‘The main metering jet in the carburetor is of the fixed type, that is, it requires no adjustment. The idle nee- dle should be adjusted for best low speed operation, while carburetor throttle is closed by hand. For ilus- trations and more information, see Carburetor Manu- facturer’s Instruction Bulletin in back of this manual. MAGNETO BREAKER POINT ADJUSTMENT Magnetos are properly adjusted before leaving fac- tory. The breaker point gap on the Faitbanks-Morse magneto and the Wico magneto should be .075" at full separation. If the spark becomes weak after continued operation, it may be necessary to readjust these points. To do this first remove the end cover on the magneto. See Fig. 8 and Fig. 9 which show the end ‘cover of the Fairbanks-Morse magneto removed, The crankshaft should then be rotated with the starting crank, (this also rotates the magneto), until the breaker points are wide open. The opening or gap should then be measured with a feeler gauge and if necessary, reset as shown in Fig. 9. To readjust points, first loosen the locking screws on the breaker point plate, then insert the exd of a small screw- e9t67e Fig 8 u con —___| conoenser ——t MEASURE BREAKER POINT GAP WHEN OPEN, AbuUST TO 8.013 ince, FULCRUM PIN SRAP RING! BREAKER ARM —+ LOCKING SCREWS ADJUSTING SLOT TERMINAL SCREW OPEN END VIEW OF FAIRBANKS-MORSE MAGNETO Fig 9 driver into the adjusting slot and open ot close breaker points until proper gap is attained, then be sure to retighten locking screws. All of these pacts, are shown in Fig. 9. After tightening locking screws, recheck breaker point gap, to make sure it has not changed. If it is found that the breaker points have become rough, they should be smoothed with a break- ct point file before the above adjustments are made. ‘Then replace magneto end cover carefully so that it will seal properly. Do not force cover screws too tightly otherwise cover may crack. For further infor- mation see Fairbanks-Morse ot Wico Magneto Mainte nance Instructions in back of this manual, MAGNETO IGNITION SPARK If difficulty is experienced in starting the engine or if engine misses firing, the strength of the ignition spatk may be tested by removing the ignition cable from No. 1 spark plug and holding the terminal 1/8 inch away from the cylinder head shroud, as shown in Fig. 10. Turn the engine over slowly by the start- ing crank as shown, When the impulse coupling on the magneto snaps, there should be a good spark at the ignition cable terminal. If there is a weak spark, or none at all, first check breaker point opening as mentioned in preced- ing paragraph under ‘Magneto’ If this does not remedy the trouble, it may be necessary to install @ ne condenser. See Magneto Menufacturer's Maintenan Instructions in back of this manual MAGNETO TIMING The magneto is properly timed at the factory, but if for any reason it is necessary to retime the magneto, the following instructions will be helpful. First, remove the screen over the flywheel air intake ‘opening by taking out the screws holding the screen in place. This will expose the timing marks on fly- whee! shroud for timing magneto. See Timing Dia- gram, Fig. 12 i660Next, remove the spark plug that is closest to the flywheel end of the engine. This is the No. 1 cylinder NO. 1 SPARK PLUG. _ spark plug, Then, hold the thumb over the spark plug hole and tum the engine over slowly with the starting crank until a definite pressure can be felt, tending to push the thumb away from the spark plug hole. When this occurs, the No. 1 piston is coming up on com- pression stroke. ‘The flywheel is marked with the letters DC near one of the air circulating vanes. This vane is further identified by an X mark, cast on the end. See Mag- neto Timing Diagram, Fig. 11, With the No. 1 piston coming up on the compression stroke, continue turn- ing the starting crank until the edge of the X marked vane on the flywheel is in line with the vertical cen- tecline mark on the shroud as shown on Timing Dia- gram, Fig. 11. Then leave flywheel in this position, as the No. I piston is now on top dead center. Next, remove the inspection hole plug from the mag- neto timing opening in the engine gear cover as shown in Fig, 17. Assuming that the magneto has been removed from the engine, the following procedure should be follow- ed before replacing magneto: Tum the magneto gear in a clockwise rotation until the impulse snaps. Then, hold the gear in this posi- tion and mount the magneto to the engine, meshing the gears so that the X marked tooth on the magneto gear is centrally located in the inspection hole of the gear cover as shown on magneto Timing Diagram, Fig. 11. Tighten the two magneto mounting screws and be sure the magneto flange gasket is in place. cet \ xh Do \ ( { . a Fig. 11, MAGNETO TIMING DIAGRAM wrest 12cites Fig, 12, BATTERY IGNITION — WIRING AND TIMING DIAGRAM When the magneto is properly timed, the impulse coupling will snap when the DC and X marked vane of the flywheel, lines up with the mark on the fly- wheel shroud which indicates the vertical centerline of the cylinder. This can be checked by tuming crank- shaft over slowly by hand. ‘The split-coil magneto furnished on these engines, hhas no distributor or internal timing gears, and pro vides two sparks simultaneously (one for each ter- minal) every 360° of rotation. One spatk is used for ignition, the other is wasted in the exhaust. There fore, either tower can be used to connect the ignition wires to the spark plugs, but for convenience in assembly, the tower on the magneto nearest the en- gine is used as the No. 1 spark plug tower. ‘The proper spark edvance is 20°, To check timing with a neon light, the running spark advance is indi- cated by a 1/8” diameter hole on the flywheel shroud, 20° or 1-7/8" to the left of the vertical centerline, as ‘shown on Fig. 11. Whiten the end of the X marked vane on the flywheel, with chalk or paint. With the ‘engine operating at 1800 R.P.M. or over, the ignition ‘spark should teke place when the X marked vane on the flywheel lines up with the running spork advance hole on the air shtoud. Refer to Fig. 11. ‘The magneto rotates at crankshaft speed in a clock- vise direction when viewing driving gear end of mag- rete. 13 BATTERY IGNITION DISTRIBUTOR When these engines are furnished with electric start- er and generator, battery ignition is used, instead of magneto ignition. The distributor is mounted on the ‘end of the generator. ‘The distributor is of the automatic advance type and it is driven off an engine speed shaft through @ pair of two to one ratio helical gears, thus giving the distributor one half engine speed in a counter-clock- wise direction when viewed from above. ‘The proper spark advance for NORMAL SPEEDS (1800 R:P.M.) is 20°, the same as for magneto igni- tion. Do not time engine below 1800 R.P.M. The distributor is of course properly timed at the fac- tory, but the following instructions are given as a help in retiming if this becomes necessary for any reason. First, remove the screen over the flywheel air intake opening by taking out the screws holding the screen in place. This will expose the timing marks on the flywheel shroud, also the vane on flywheel, marked by an X and the letters DC. See Fig, 12. Then re- move the spark plug from No. 1 cylinder and turn en- gine over slowly, by the starting crank until the com pression blows the air out of the spark plug hole, Continue turning starting crank until the leading edge neoww porn sob ier DIRECTION AS INDICATED 8} sara. of the X marked vane on flywheel is in line with the vertical centerline mark on the flywheel shroud. See Fig. 12. The No. 1 piston is now on top dead center. Remove distributor cap by disengaging snap hooks. ‘The distributor should be assembled to the generator with the rotor lined up with center of the notch in the distributor housing. See Fig. 13. ‘The spark advance lever should now be locked firmly in position by the advance lever lockscrew, as a man- ual spark advance is not used with these engines. With the distributor clamp screw loose, see Fig. 13, figst turn the distributor body slightly in a counter. clockwise direction until the breaker points are firm ly closed. Then turn the distributor body in a clock- swise direction until the breaker points are just begin- ning to open. At this point a slight resistance can be felt as the breaker point cam strikes the breaker point farm, The distributor clamp screw should then be tightened, so the distributor will be held firmly in this position. The breaker point gap should be .018 to .022 inches. This opening should be checked be~ fore the distributor body is set, otherwise any adjust- ment made to the breaker point opening will change the ignition advance adjustment. If care is exercised in the above operations the spark timing will be accurate enough for satisfactory starting, however, the running spark advance must be checked with a neon lamp, as described below. NEON LAMP TIMING, DISTRIBUTOR The engine should be timed to the advanced position at not less than 1800 R.P.M. Connect the lamp in Series with No. 1 spark plug. Paint the end of the X ‘marked vane on the flywheel, white. With engine oper- ating at 1800 R.P.M. or over, allow the flash from the neon lamp to illuminate the whitened vane. At the time of the flash, the leading edge of the vane should line up with the running spork advance timing mark on the flywheel shroud. See Fig. 12. If it does not, the distributor clamp screw should be loosened as shown in Fig. 13, and the distributor body turned slightly clockwise of counter-clockwise, as required, 663-2 “ until the advance timing mark and the white vane co- incide. Be sure the distributor clamp screw is then carefully tightened. If the engine is running below 1800 R.P.M. when timing, the automatic advance in the distributer will not be fully advanced and the timing would not be accurate. The inner tower in the distributor cap which is in line with the notch in the distributor body is for No. T spark plug cable. The center tower on the distributor is connected to the ignition coil and the outer tower is for No. 2 spark plug cable. DISTRIBUTOR MAINTENANCE The breaker point gap should be .018 to .022 inches. To readjust breaker point gap, turn engine over by means of the starting crank until the distributor breaker arm rubbing block is on a high point of the cam. Loosen the stationary contact lock-nut and screw fixed confact, in or out, until correct gap is obtained. Tighten locknut and recheck gap. Every 50 hours of operation, the oiler in the generator commutator end head, should have 3 to 5 drops of me- dium engine oil added and the grease cups given one complete tum. Use a high melting point grease. Every 100 hours, apply 3 to 5 drops of medium engine oil to the felt in the top of the distributor cam sleeve. Do not over-lubricate. The generator and distributor are products of the Electtic Auto-Lite Company, Toledo, Ohio, and it is recommended that all repaits for these accessories bbe done through their authorized Service Stations. For wiring diagram, see Fig. 12. Battery is not farnished by engine manufacturer and the electrical acces- sories are wired for a positive ground circuit. FIRING ORDER The cylinders in these engines fire 360 degrees or one crankshaft revolution apart. In other words, the power strokes are evenly divided, thus giving a mini- ‘mam of fluctuation in rotative speed. This is espe- cially valuable in electric generator drives, as with these engines no flicker in lights is noticeable. SPARK PLUG The spark plug gap should be thirty thousandths (.030) of an inch, and plugs should be kept clean SET GAP .030) voariacboth inside and out. See Fig. 14. If the porcelain insulator is cracked, replace with a new plug of cor- rect heat range, like Champion No. D-16, AC No. C86 Commercial, or equal. The spark thread is 18 milli- meter. Be sure to use a good gasket under the spark plug. Tighten spark plugs to 24 to 26 foot pounds torque, RESTORING COMPRESSION On a new engine ot on one which has been out of op- eration for some time, the oil may have drained off the cylinder so that compression will be weak. This may cause difficulty in starting. To remedy this con- dition, remove the spark plugs and pour about a fluid ounce of crankcase oil through the spark plug hole into each cylinder. Turn the engine over several times with the starting crank to distribute the oil over the cylinder wall. Then replace the spark plugs and compression should be satisfactory. HIGH TEMPERATURE SAFETY SWITCH As a safety precaution, some engines have a high temperature safety switch mounted on the cylinder head near the No. 2 spark plug, which will automat- ically stop the engine when head temperatures rise beyond a safe degree. This switch is set by the manufacturer to operate at the correct temperature. Consequently, the adjusting ‘screw on the top of the switch should not be tamper- ed with, If the cylinder head temperature at the spark plug reaches 550°F., the switch will automatically short out the magneto, or distributor, and stop the engine. A waiting period of 3 to 5 minutes will be required before the switch has cooled off sufficiently to restart the engine. An overheated engine will score the cylinder walls, burn out connecting rod and crankshaft bearings, also warp pistons and valves. ‘The cause of the overheating condition will have to be remedied before the engine is re-started. See Engine Overheats paragraph in Troubles, Causes and Remedies section. SAFETY PRECAUTIONS Never fill fuel tank while eagine is in operation or hot, as danger from fire would be incurred. Never operate engine in » closed building unless the exhaust is piped outside. This exhaust contains car- bon monoxide, a poisonous, odorless and invisible gas, which if breathed into the lungs would cause serious illness and possible death. Never make adjustments on machinery while it is connected to the engine, without first removing the ignition cabies from the spark plug, Turning over the machinery by hand during adjusting or cleaning might start the engine, and machinery with it, causing seri- ous injury to the operator. Always keep all parts of the engine clean. This will prolong engine life, and give more satis- factory operation. 15 Every 4 to 8 hours, depending on dust conditions, check air cleaner and change oil. See Page 8. Every 8 hours, check crankcase oil level. Keep filled to full mark on ofl gauge saber, but no more. See Fig. 4. Every 50 hours, drain crankcase and refill with fresh oil, See Lubrication, Pages 6 and & TROUBLES CAUSES AND REMEDIES Three prime requisites are essential to starting and maintaining satisfactory operation of gasoline en- kines. They are: 1. A proper fuel mixture in the cylinder, 2. Good compression in the cylinder 3. Good spork, properly timed, to ignite the mixture If all three of these conditions do not exist, the en- gine cannot be started, There are other factors which contribute to hard starting; such as, too heavy a oad for the engine to turn over at @ low starting speed, a long exhaust pipe with high back pressure, etc. These conditions may affect the starting, but do not necessarily mean that the engine is improperly adjusted. As a guide to locating any difficulties which might arise, the following causes are listed under the three headings: Fuel Mixture, Compression, and Ignition In each case, the causes of trouble are given in the order in which they are most apt to occur. In many cases the remedy is apparent, and in such cases, no further remedies are suggested, STARTING DIFFICULTIES FUEL MIXTURE No fuel in tank of fuel shut-off valve closed. Fuel pump diaphragm worn out, so pump does not supply carburetor with fuel Carburetor not choked sufficiently, especially if en- gine is cold. See ‘Choke’, Page 10. Water, dirt, or gum in gasoline interfering with free flow of fuel to carburetor. Poor grade or stale gasoline that will not vaporize sufficiently to form the proper fuel mixture. Carburetor flooded, caused by too much choking espe- cially if engine is hot. See ‘Choke’, Page 10. 664Dirt or gum holding float needle valve in carburetor ‘open, This condition would he indicated if fuel con- tinues to drip from carburetor with engine standing idle. Often tapping the float chamber of the cacbu- retor very lightly with the wood handle of a screw driver or Similar instrument will remedy this trouble. Do not strike carburetor with any metal tools, it may be damaged. Also if the mixture in the cylinder, due to flooding, is not too rich to start the engine, start- ing should be tried, as it will usually correct the trouble. In this case the choke should be left open. If, due to flooding, 190 much fuel should have entered the cylinder in attempting to start the engine, the mixture will most likely be too rich to burn. In that case, the spark plugs should be removed from the cylinders and the engine then turned over several times with the starting crank, 0 the rich mixture will be blown out through the spark plug holes. The choke on the carburetor should of course be left open during this procedure. The plugs should then be re- placed and starting tried again. To test for clogged fuel line, loosen fuel line nut at carburetor slightly. If line is open, fuel should drip out at loosened nut, COMPRESSION If the engine has proper compression, considerable resistance will be encountered in the pull on the starting crank on compression strokes, If this resist- ance is not encountered, compression is faulty. Fol- lowing are some reasons for poor compression Cylinder dry,due to engine having been out of use for some time. See ‘Restoring Compression’, Page 15. Loose or broke spark plug. In this case, a hissing noise will be heard in cranking engine, due to escap- ing gas mixture on compression stroke, Damaged cylinder head gasket or loose cylinder head, ‘This will likewise cause hissing noise on compres- sion stroke. Valve stuck open,due to carbon oF gum on valve stem. To clean valve stems, see ‘Valves", Page 22. Valve tappets adjusted with insufficient clearance under valve stems. See ‘Valve Toppet Adjustmen!’, Page 23, Piston rings stuck in piston due to catbon accumt- lation. If rings are stuck very tight, this will neces- sitate removing piston and connecting rod assembly and cleaning parts. See ‘Piston and Connecting Rod” Page 20. Scored cylinders. This will requice reboring of the cylinders and fitting with new pistons and rings. If scored too severely, an entirely new cylinder block may be necessary. 16 IGNITION See ‘Magneto Ignition Spark’, Page 11 or ‘Distributor. Battery Ignition’, Page 13. No spark may also be at- tributed to the following: Ignition cable disconnected from magneto or spark plugs. Broken ignition cabfes, causing short circuits. Ignition cables wet or oil soaked. Spatk plug insulators broken Spatk plugs wet or dirty. Spark plug point gap wrong, See Page 14. Condensation on spatk plug electrodes, Magneto or Distributor breaker points pitted or fused. Magneto or Distributor breaker arm sticking. Magneto or Distributor condenser leaking or grounded. Spark timing wrong. See ‘Magneto Timing’, Page 11, or Distributor Battery Ignition’, Page 13. ENGINE MISSES Spark plug gap incorrect, See Page 14. Worn and leaking ignition cables. Weak spatk. See ‘Magneto Ignition Spark’, Page 22, ot Distributor-Battery Ignition’, Page 3. Loose connections at ignition cable. Magneto or Distributor breaker points pitted or worn. Water in gasoline Poor compression. See ‘Compression’, Pore ENGINE SURGES OR GALLOPS Carburetor flooding. Governor spring hooked into wrong hole in lever. See ‘Governor’, Page 23. Governor rod incorrectly adjust- ed. See ‘Governor’, Page 23, ENGINE STOPS Fuel tank empty. Water, dirt or gum in g Gasoline vaporized in fuel lines due to excessive heat around engine (Vapor Lock).Vapor lock in fuel lines or carburetor due to using inter gas (too volatile) in hot weather. Air vent hole in fuel tank cap plugged. Engine scored or stuck due to lack of oil, Ignition troubles. See ‘Ignition’, Page 16. ENGINE OVERHEATS Crankcase oil supply low. Replenish immediately. Ignition spark timed wrong. See ‘Magneto Timing’, Page 11, or ‘Distributor Battery Ignition’, Page 13, Low grade of gasoline Engine overloaded. Restricted cooling ait circulation. Part of air shroud removed from engine. Dist between cooling fins on cylinder head. Engine operated in confined space where cooling air is continually recirculated, consequently becoming too hot. Carbon in engine. Dirty or incorrect grade of crankcase oil, Restricted exhaust, Engine operated while detonating due to low octane gasoline or heavy load at low speed. ENGINE KNOCKS Poor grade of gasoline or of low octane rating. See ‘Puel’, Page 9. Engine operating under heavy load at low speed. Carbon or lead deposits in cylinder head. Spark advanced too far. See ‘Magneto Timin 11, or ‘Battery Ignition Distributor’, Page 13. age Loose or burnt out connecting rod bearing, Engine overheated due to causes under previous heading. Worn or loose piston pin, ENGINE BACKFIRES THROUGH CARBURETOR Water or dirt in gasoline. Engine cold. Poor grade of gasoline. Sticky inlet valves. See ‘Valves’, Page 22. Overheated valves. Spark plugs too hot. See ‘Spark Plug’, Page 14. Hot carbon particles in engine. 7 DISASSEMBLY AND REASSEMBLY OF TH ENGINE Engine repairs should be made only by a mechanic who has had experience in such work. When dis- assembling the engine it is advisable to have several boxes available so that parts belonging to certain groups can be kept together, such as the cylinder head screws and etc. Capscrews of various lengths are used in the engine, therefore great care must be exercised in reassembly so that right screws will be used in the various places, otherwise damage may result. ‘Tighten the capscrews and nuts of the manifold, cyl- inder head, gear cover, engine base, connecting rods, cylinder block, main bearing plate and the spark plugs to the specified torque readings indicated in the following paragraphs of reassembly. With the disassembling operations, instructions on reassembling are also given, as often, it will not be necessaty to disassemble the entire engine. If it 1s desired to disassemble the entire engine, the re- assembly instructions can be looked up later under the headings of the various patts. While the engine is partly or fully dismantled, all of the parts should be thoroughly cleaned. Remove all accumulated dirt between the fins on cylinder and head. TESTING OF REBUILT ENGINE ‘An engine that has been completely overhauled, such as having the cylinders rebored and fitted with new pistons, rings and valves, should go through a ‘thorough “run-in® period before any amount of load is applied to the engine. ‘The engine should be started and al/owed to run for about one-half hour, at about £200 to 1400 R.P.M, without load. The R.P.if. should then be increased to engine operating speed, still without load, for an additional three and one-half to four hours, ‘The proper “running-in” of the engine will help to establish polished bearing surfaces and proper clear- ances between the various operating parts and thus add years of trouble free service to the life of your engine. DISASSEMBLY OF ACCESSORIES The air cleaner, oil filter, magneto, and if an electric starter and generator are used, these should be re- moved first. Remove the muffler and disconnect the governor con- trol, choke control, ignition switch and fuel lines SHEET METAL HOUSE On power units, engines which are enclosed in a sheet metal house, the top or canopy can be removed by taking out the screws holding it to the end panels. M66FRONT PANEL vaurec FRONT PANEL Remove the air cleaner and bracket, the flywheel screen and the four round head screws which support REAR PANEL sa. = WT mall FUEL TANK the panel to the side rails. The frost house panel can then be removed as shown in Fig. 15, REAR PANEL AND FUEL TANK ‘The fuel tank assembly is removed by taking out the ‘six screws which hold it to the rear panel, ‘The rear house panel can then be removed by taking aut the screw holding it to the cylinder block, engine tase and side rails. See Fig. 16, FLYWHEEL NUT Fig, 17 v4ea97e FLYWHEEL Loosen the flywheel nut with a monkey wrench or 1-3/8” open end wrench as shown in Fig, 17, Do not remove the flywheel nut, but unscrew it about two or three urns. ‘The flywheel is mounted to a taper on the crankshaft. Take a fim hold on the flywheel fins, pull outward and at the same time strike the end of the flywheel FLYWHEEL NUT UNSCREW FLYWHEEL NUT 2or3 THREADS wear7c mia 18 Fig, 18 e315nut with a babbitt hammer, See Fig. 18, The flywheel will slide off the taper of the crankshaft and can be removed after the flywheel nut is removed. Striking the end of the flywheel nut instead of directly on the crankshaft will prevent serious damage to the threads at the end of the shaft, Also, do not use a hard ham- mer as it may niin the crankshaft and bearings. When reassembling the flywheel, be sure the Woodruff key is in position on the shaft and that the keyway in the flywheel is lined up accurately with the key. CYLINDER SHROUDING FLYWHEEL SHROUDING a asec FLYWHEEL SHROUD ‘The three capscrews which mount the flywheel shroud to the gear cover and the six screws to the cylinder shrouding must be removed to disassemble flywheel shroud from engine. See Fig. 19. SIDE MOUNT FUEL TANK If:t is necessary the side mount fuel tank and brack- et be disassembled, loosen the tank strap screws and remove the tank. This will make the four screws for mounting the tank bracket to the crankcase and en- gine base accessible. Otherwise, just remove the two screws holding the bracket to the crankcase and re- move the tank and bracket assembly along with the engine base when it is removed, CARBURETOR AND MANIFOLD Remove the cotter pin from the governor control rod and pull the rod from the control lever, Take out the two capscrews which hold the air cleaner connection bracket to the gear cover and remove the two nuts and square washers from the manifold studs. The com- plete carturetor, manifold and air cleaner connection v4aavoc, Fig. 20 bracket can be removed as a complete unit, shown in Fig, 20. In reassembly, tighten the nuts for mounting the man- ‘fold to 26 foot pounds torque. Tightening beyond specification may cause the square washers to crack. CYLINDER HEAD Remove the cylinder head cover, heat deflector and side shroud. If it is necessary to regrind valves or do work on the piston rings or connecting rods, the cyl- inder head will have to be removed. All the cylinder head screws are plainly in view and can be easily so~ moved, Screws of different lengths are used but these can be properly reassembled according to the various lengths of cylinder head bosses. Before reassembling. the cylinder head, all carbon and lead deposits must be removed, It is recommended that a new cylinder head gaket be used in reassembly as the old gasket TAiUST PLUNGER AND SPRING DOWEL PINS Tabata Fg 21 334will be compressed and hard, and it may not seal properly. Tighten cylinder head screws to 22 to 24 foot pounds torque. GEAR COVER Disconnect the governor linkage and oil line. Remove the governor, magneto and the gear cover mounting In reassembly, tighten capscrews to 16 to 18 foot pounds tomjue. Screw a 5/167-18 thread capscrew, having a 1-3/4" minimum length of thread, into one of the flywheel shroud mounting holes, see Fig. 21. Thea, by lightly tapping the gear cover through the magneto mounting hole, the gear cover will come off without damage to the dowel pins. Pull out camshaft thrust plunger and spring to prevent losing them. GOVERNOR GEAR ‘CAMSHAFT ere Fig 2 CAMSHAFT GEAR Remove the three capscrews which hold the gear to the end of the camshaft and pry it off with ascew driver or similar wedge too!. Note that the mounting holes in the camshaft gear are staggered in such a manner that the gear can be assembled to the shaft only one way which will automatically time the gear to the shalt. See Timing Gear Train, Fig, 22. The gear cover spacer plate can now be removed, ENGINE BASE AND OIL PUMP Be sure and dmin oil from engine base, Take out 8 capscrews which mount engine base to crankcase, then turn engine on its side and take out the two cap 935-2 20 ENGINE BASE =o — Fig usec ‘screws from the bottom that hold the base to the case. Remove base as shown in Fig. 23, In reassenbly, tighten capscrews, 22 to 24 foot pounds torque. Remove the oil pump by taking out the capscrews. Hold it to the erankcase. See Fig. 23. The check ball at the bottom of the pump cylinder must be perfectly clean and not worn or pitted. In reassembly, drop check ball into cylinder and tap into seat lightly with a hammer, See Engine Sectional, Fig. 3. V4s4asc1 Fig, 24 Before assembling oil pump to crankcase, fill base partially with engine oil and work pump plunger up and down, see Fig. 24, to test if pump is operating properly. When assembling pump to crankcase, be sure that the plunger rod is in position. Install the oi] pump cup, washer and strainer scteen over the pump inlet before the engine base is mounted to the crankcase. PISTONS AND CONNECTING RODS After removal of engine base and oil pump, the con necting rods will be accessible. Remove the palnutsLOGATION OF NUMBERS "ON CAP AND ROD 148483-1 ‘and hexagon nuts, then by tapping the ends of the bolts lightly, being careful not to mar the threads, the connecting rod cap can be freed from the bolts. ‘The rod with the piston can be pushed up through the cylinder, being careful not to score the crankshaft journals, by allowing the rod bolts to strike or scrape across them. In reassembly, be sure that the shims are in place before the cap is put on. A number is stamped on the side of the tod and cap to match each connecting rod with its corresponding cap, These numbers must be on the same side of the rod in re- assembly. See Fig. 25. ‘This engine was originally designed with a split-skirt piston, which has since been replaced by @ com ground piston. When reassembling the split-skirt pi ton, the split should be toward the manifold side of the engine. The thrust faces on the skirt of the eam- ground pision are 90° from the axis of the piston pin hole. The clearence between the piston skirt and cylinder pust be measured at the center of the thrust face. Refer to Chart, on this page, for proper skirt clearance for both split-skirt and com-ground pistons. Be sure piston and connecting rod assemblies are put back into the same bore from which they were remov- ed, Use a suitable ring compressor in reassembly and PLACE OPEN END OF RING ON PISTON FIRST AS SHOWN Fig. 26 muse 21 ——— UPPER ENO OF PISTON t > compression nines oo 1 -— scraper RING 9220061 Fig. 27 stagger the piston ring gaps 90° apart around the piston. Oil the pistons, rings, wrist pins, rod bearings and cylinder walls before assembly. Tighten connecting rod nuts to 22 to 24 foot pounds torque, then install ‘Pal’ lock-nuts and tighten with ‘wrench % turn beyond “finger-tight’ position, PISTON RINGS Install rings by placing the open end of the ring on piston first, as shown in Fig. 26. Spread ting only far enough fo slip over piston and inta correct groove, being careful not to distort ring. The scraper ring and oil ing must be installed on the piston with the Scraper edge down, otherwise oil pumping end ex- cessive oil consumption will result. See Fig. 27. PISTON, RING AND ROD CLEARANCE CHART PISTON TO CYLINDER |_CAMGROUND | SPLIT.SKIRT AT PISTON SKIRT [70032 r0 0037" | 004 to 004 PISTON RING GAP 012 9 022" PISTON RING TOP RING | .002 10 0095" | SIDE CLEARANCE | 2nd, 3e4 RING | ,001 10 0025" INGROOVES ‘OWL RING | .0025 10.004 CONNECTING ROD [DIAMETER | .0007 te 002" TO CRANK FIN SIDE [004 te 010 PISTON PIN TO BUSHING 0005 to 001 ARES wom STANDARD (CRANK PIN DIMENSIONS 1751 OWA, 1780 GRIN CYLINDER BLOCK Clean all dirt and foreign deposits from between fins. If cylinders are worn more than .005 inch oversize, the block should be removed as shown in Fig. 28, re- bored and fitted with oversize pistons and rings, by fan authorized service station. In reassembly, tighten nuts 32 to 34 foot pounds torque. If in the opinion of the service station, # chrome re- ring is necessary, use Wisconsin TriCrome piston ring set, indicated in parts list section. 667.2vaaaasc seating within the first few hours of operation, After valve Seats have been cleaned, apply lapping com- pound to the valve face and put the valves back into their guides. Lap the valves by rotating them back and forth with a reciptocating advancing valve tool. Occasionally lift the valves and reseat then in @ different position to insure a uniform seat which will show entirely around the valves. After valves have been lapped in evenly, remove them from the block and wash the valves and block thoroughly with gaso- line of kerosene, The cylinder blocks have replaceable valve guides. The valve stems have @ clearance of .003" to .005" in the guides. When the clearance becomes .007", the guides should be driven out and replaced with new guides, Engines having Stellite exhaust valves and inserts are designated as Model THD, EXHAUST VALVE Dy VALVE SPRING VALVE SEAT RETAINER LOCKS. a THAR VALVES Remove the valve tappet inspection plate. Compress the valve springs with a standard automotive type valve lifter. We recommend a No. 358 valve lifter manufactured by KD Tools of Lancester, Penn., of equivalent. See Fig. 29. Insert a rag in the opening at the bottom of the valve chamber so the valve spring seat retaining locks do not fall into the engine crank- case. Remove the valve spring seat retaining locks, seats, springs, valves and clean these, as well as the ports and guides, of all carbon and gum deposits. ‘Tag each valve so that in zeassembly they will be mounted in the same guide they were removed from. ‘The valve face is ground at 45° to the vertical center line of the valve stem and the valve seat insert should also be ground at @ 45° angle. After grinding, valves and inserts should be lapped with a suitable tapping compound or they will leak due to improper ses 2 am vaa4oac CRANKSHAFT To remove the crankshaft, first remove the oif slinger from the flywheel end of the shaft and take out the four capscrews holding the main beating plate in place at the take-off end of the crankshaft. The main bearing plate can then be pried off and the crankshaft removed from that end of the crankcase us shown in Fig. 30. Be sure and keep the gaskets on the main bearing plate in place, since they are necessary to give the proper amount of end play to the Timken main bear- ings on the crankshaft, This end play should be .0O7 10.004 inch when engine is cold. There is practically ne wear in the Timken tapered roller bearings so that no readjustment is necessary after proper assembly. When reassembling crankshaft, the timing marks on the crankshaft gear and the camshaft gear must match up, as shown in Fig. 22, otherwise engine will not operate properly or if timing is off considerably, en- gine will not run at all Mount main bearing plate to the crankcase with the cormeet gaskets in place, Tighten capscrews, 24 to 26 foot pounds torque.CAMSHAFT \ | p % 1 S\ PULL VaLve TapPETs IN OUTWARD DIRECTION Fig. 3 vaearac CAMSHAFT Pull the valve tappets outward so as to clear the cams of the camshaft as it is removed from the crank case, shown in Fig. 3). When replacing, be sure the spring and thrust plunger, see Fig, 21, ave in place in the end of the camshaft, as these hold the cam- shaft in position endwise. VALVE TAPPET ADJUSTING SCREW. VALVE TAPPETS ‘The valve tappets are taken out after the camshaft is removed. In reassembly, the tappets must of course be inserted in proper position in crankcase, before the camshaft is assembled. After the cylinder block assembly has been mounted to the crankcase, the tappets should be adjusted. See Fig. 32, With the tappets in their lowest positions, engine cald, the clearance should be: Exhaust Valve ~ .016" for both valves. 23 Engines having Stellite exhaust valves and inserts are designated as Models TED and TFD. Carefully check the model designation on name plate when ad- justing valve tappet clearance, OIL SPRAY NOZZLE ‘The oi spray nozzle is installed so that both meter- ed holes can be Seen when looking into the bottom of the orankease. When positioned correctly, the flats fon the hex body of the nozzle wit be parallel with the top and bottom machined surfaces of the crank case. The end of the spmy nczzle should extend about 144 inches from the boss it is serewed into, oF so that the restricted discharge holes line up with the crankshaft centerline when it is installed. See oil spray nozzle, Fig. 3 and Fig. 4. GOVERNOR ‘The centrifugal flyball governer rotates on a station- ary pin driven into the upper part of the timing gear cover, and the governor is driven off the camshaft gear at crankshaft speed. ‘The flyweights are hinged to lugs on the gear. Hard- ened pins on the 2yweights bear against the flanged sliding sleeve, moving it back and forth as the fly- weights move in or out, The mation of the sleeve is transmitted through a ball thrust bearing to the gov- fetnor lever, which in turn is connected to the carbu- refor throttle lever. A spring connected to the gover- not lever tends to hold the governor flyweights to their inner position, also to hold the carburetor thrat- tle open, As the engine speed increases, the centrif- ugal force in the flyweights acts against the spring and closes the throttle to @ poiat where the engine speed will be maintained practically constant under varying load conditions. This speed can be varied to Suit conditions by adjusting the governor spring to suit. The control rod from the governer to carburetor must be adjusted to the proper length otherwise the gover- nor action will be faulty. With the engine at rest the governor spring will hold the flyweights ‘in’, and the control rod must be of such length as to hold the carburetor throttle wide open at that point. The ac- ‘CARBURETOR THROTTLE LEVERcuracy of this adjustment can be tested by discon- necting the rod from the governor lever, and then pushing the rod toward the carburetor as far as it will go. This will open the throttle wide. The bent end of the rod should then exactly register with the hole in the govemor lever. See Fig. 33. If it does not, the rod should be screwed into or out of the swivel block ‘on the carburetor lever, until the above mentioned registry is attained. The rod should then be again connected to the governor lever. If this adjustment is not made accurately the governor may cause the engine speed to surge or otherwise be unsatisfactory. ‘The governor can be disassembled from the engine by first removing the governor housing, after which the entire governor can be withdrawn from the station- aty pin. The construction of the governor can be best Seen from the sectional drawing of the engine, Fig. 3. ‘The governor lever is fumished with 12 holes, as shown in the following chart, for attaching the gover nor spring, It is very important that the spring is hooked into the proper hole to suit the speed at which the engine is operated. The Governor Lever Chart shows the full load and no load speeds of the engine ‘and the hole corresponding thereto. Note that the full load speed is less than the ao load speed and this must be taken into consideration when readjusting the governor. Lob [No LOAD] HOLE GovERNOR Repos ["R.Pame | "NO. ayennc woo | w7s | 3 woo | 1325 | 3 |e woo | 1975 | 4/2 woo] 225 | 4 |% 200} 2175 | 5 |* zoo | 2250 | 5 |z 2200 | 20 | 6 |% 200 | 2425 | 6 | a 2400 | 2550 7\3 200 | 2675 | 8 |? 2600 | 2750 | 8 3700-|—2875| 9 2800 | 2990 | 9 |, 2500 | 025 | 9 | 3 3000 | 310 | 10 |S 3100 | 325 | w |e 3200 | 3350 | on |e 3300 | 3450 | 12 | g 3400 | 352s | 2 | 8 3500 | 3600 | 12 | 2 3600 | 3675 | 12 As an example, if the engine is to be operated at 2400 R.P.M. with load, hook the spring in the 7th hole of the governor lever. Adjust the govemor spring tension by means of the adjusting screw for the en- eine to run at 2550 R.P.M. without load. The speed load will then be approximately 2400 R.P.M. CLUTCH AND REDUCTION GEARS CLUTCH ‘The clutch furnished with these models of engines is of the disc type running in oil, Use the same grade wnanaed 24 ‘Ol LEVEL PLUG ‘OIL DRAIN PLUG Fp 4 Ta04sIe of oil in the clutch as is used in the crankcase of the engine. The oil should be filled through the inspec- tion plate opening, to the height of the oil level plug. Approximately a pint of oil is requited. See Fig. 34. CLUTCH ADJUSTMENT If the clutch begins to slip, it should be readjusted, otherwise it will become overheated and damaged. First remove the inspection plate which will expose the notched adjusting ring. Release the clutch, by pushing the engaging lever forward, Turn engine over until the clutch adjustment lock is visible thru the inspection opening. Loosen edjustment lockscrew, one full turn, The lockscrew is accessible thru the pipe plug hole behind the inspection opening. Keep the cranleshaft from turning, thea, by means of a screw driver as shown in Fig. 35, turn the adjusting ring, one notch at a time ins clockwise direction, until @ definite pressure is felt on the lever when the clutch is being engaged. Securely tighten adjustment lock- screw. Assemble inspection plate, being sure that the gasket fits properly and is not broken. ADJUSTMENT LOcKScREW HOLE fe ADJUSTING RING (rua in'cLock. WISE DIRECTION) cuurcH ENGAGING LEVER (RELEASED POSITION) ADJUSTMENT LOCK. Fig. 35 2449896TURN ADJUSTING COLLAR. IN CLOCKWISE DIRECTION [OW LEVEL PLUGS (Olt ORAIN PLUG. 760900 Fig 7 ‘The clutch in the clutch reduction units is the same as used in the clutch take-off assemblies, The clutch adjustment is made thru two pipe tap openings, one ‘on the top, as shown in Fig. 36, and one on both sides of housing. Remove one of the pipe plugs on the side of the housing, located on the horizontal centerline of the engine, Disengage the clutch by means of the clutch lever and tuen the engine over slowly with the starting crank until the adjusting lock is visible thru the side pipe plug opening, Loosen the screw holding the adjusting lock in place, enough to relieve the tension of the lock against the notches on the adjusting collar, Thru the top pipe plug opening, turn the clutch adjusting collar, with a screw driver, one notch at a time in a clockwise direction, see Fig. 36, until a definite pressure is felt on the clutch lever when it is being engaged. Be sure and tighten adjusting lock screw when adjust- ‘ment is completed, also mount pipe plugs. REDUCTION GEARS Reduction gears are furnished with several different ratios, some with spur gears, others with chains. All ate of the same general design, except that some are fumished with clutches, others without. These reduc- 25 tion gears require the same grade of oil as is used in the crankcase of the engine. For various installations these gears are assembled to the engines in various positions. Several plugs are furnished on these re- Guction gears so that the lubrication may be properly taken care of regardless of the position of the in- stallation. For instance, there will always be one plug on top to be used for filling oil. There will al- ways be one plug below for draining oil, and there will be one plug on the side slightly above the bot- ton, to be used as an oil level plug. See Fig. 37. ‘The oil should always be filled when the engine is at est. When the oil becomes dirty, it should be drained, while the engine is hot, and fresh oil added. The fre- quency at which these oil changes should be made depends entirely on the kind of service in which these gears are used, but even with light service the change should be made at ieast once every five hundred hours of operation, adding sufficient oil be- tween changes to keep the oil up to the oil level plug. STORAGE OF ENGINE FOR WINTER When the season’s work is completed, the following instructions should be carried out very carefully to protect the engine over winter. The outside of the engine, including the cooling fins on the cylinders and heads, should he thoroughly cleaned of all dirt and other deposits. The air cleaner at the carburetor intake should be thoroughly cleaned of all oil and accumulated dust and sedimeat removed from the oil cup at the bottom of the cleaner. To protect the cylinders, pistons, rings and valves and keep them from rusting and sticking, a half and half mixture of kerosene and good gas engine oil, (the same kind of oil as used in the crankcase of the en- gine), should be injected into the pipe tap opening oa the intake manifold while the engine is warm and running at moderate speed. About a quarter of a pint is necessary, or enough so that a heavy bluish smoke will appear at the exhaust. The ignition switch should then be shut off and the engine stopped. This opera- tion will give a coating of ofl on the above mentioned parts, protecting them from the atmosphere. After the engine has stopped, turn the engine over slowly, by means of the hand crank, until the flywheel ‘D.C’ mark or take-off shaft keyway is up, of in the 12 ‘o'clock position. The valves will be closed and the pistons will be on top in the cylinder, with the crank- shaft in the described position. This will minimize rusting of the cylinder bores and help in retaining the oil fog previously injected into the engine. ‘The oil should be drained from the crankcase. Drain coil while the engine is warm, as the oil will then flow more freely than when cold. 66Drain fuel system, including gasoline lines, carbu- retor, fuel pump and tank of all gasoline to prevent lead and gum sediment interfering with future opera- tion, ‘The air cleaner ot carburetor intake, as well as the exhaust opening, should be taped or otherwise sealed off, for the duration of the storage period, All exposed unpainted metal parts should be coated with grease or heavy oil, Before starting the engine again the next season, the crankcase drain plug should again be removed, so that any condensation, which may have collected dur- ing the winter, may be drained before new crankcase oil is added. ‘A good plan, and one that is highly recommended, is to remove the crankcase oil base in the spring before starting the engine for the new season, and scrubbing off all sediment which may have collected there. When replacing the engine base, a new gasket should be used. Be sure to fill the cronkcase with a good quality of crankcase oil to the high level point, before storting the engine. Do not use ony oil heavier than SAE No. 30. Also be sure fo put oil fo the proper level in the air cleaner. It is also recommended to use new spark plugs at the beginning of the next season, especially if the en- gine has given considerable service. Refuel engine and follow the starting instructions as shown on preceding pages of this manual. It is highly recommended that machines be stor inside 0 building through the winter. If this not possible, the engine should be protected from snow ond ice by 0 proper covering. 669 %REPAIR PARTS LIST READ THESE INSTRUCTIONS BEFORE ORDERING PARTS THE HODEL, SPEC AND SERIAL NUMBER OF YOUR ENGINE, SHOWN ON THE NAME PLATE ATTACHED TO THE AIR SHROUD, MUST BE GIVEN WHEN ORDERING PARTS. FILL IN THE ABOVE INFORMATION ON THE PHOTO OF THE NAME AND INSTRUCTION PLATE SO THAT IT WILL BE AVAILABLE TO YOU WHEN ORDERING PARTS. WISCONSIN Fa Pi Y CaaS SU oe eee oer cui) Po ee enor ann eeTna nana berg geet Paneer en eee OCIS Penn eh eae en CO k Seer ee ane AC Erica ams) BUT ese ay Dene reer rs eee en ene perinenes reer reremi emery Perna cL ee Petar ewer ge eae Pea ren Le eee Secu tne nea Bepmren cee hy poeta Pee Soe ee ae am oa Penner eee Panacea Lt Tt aS iL NO 2507366 TO INSURE PROMPT AND ACCURATE SERVICE, THE FOLLOWING INFORMATION MUST ALSO BE GIVEN 1. State exactly, quantity of each part and part number. 2. State definitely, whether parts ate to be shipped by express, freight or parcel post. SERVICE FACILITIES Approved engine service stations, located throughout the U.S. and foreign countries, have been care- fully selected by the WISCONSIN’ MOTOR CORPORATION jn order to assure complete and efficient repait and inspection service to owners of Wisconsin Air Cooled Engizes. These service stations equipped and trained for complete engine repair, also stock parts to facilitate immediate delivery for all Wisconsin Air Cooled Engines. A DIRECTORY OF SERVICE STATIONS CAN BE FOUND IN THE BACK OF THIS MANUAL. PARTS RETURNED FOR CREDIT Before returning any parts, write a letter to the company from whom the parts were purchased, giving fan exact list and description of the materials, why you wish to return them, whether for repairs, credit, or replacement, and also the model, specification and serial numbers of the engine from which the parts were taken. If authority is granted for their return, transportation charges must be prepaid and sender's name marked on the outside of the box or package a wP-s88-3MODEL TH PARTS LIST CARBURETOR, MANIFOLD AND ‘AIR CLEANER, FIG. 48 i bbe MAIN BEARING PLATE, FiC.47 CYLINDER BLOCK ASSEMBLY Fig, 4 PISTON AND CONNECTING ROD, FiG. 48 FUEL TANK AND AIR ‘SHROUDING, FIG. 5 \ FUEL PUMP, STRAINER AND OIL. GAUGE, FIG. 50 CRANKCASE ASSEMBLY Fic. 47 GOVERNOR ASSEMBLY FIG, 52 CAMSHAFT AND. VALVE TAPPETS, FIG. 49 > OIL PUNP ASSEMBLY \ Fic. st GEAR COVER ASSEMBLY FIG. 47 FLYWHEEL AND STARTING RANK, FIG. TSE Fig. 44, EXPLODED VIEW OF ENGINE Refer to figure numbers for break down of partse p-589 28MODEL TH PARTS LIST 276 123i TCT 154 20 = ¢ ceria Gra AR cLeMNeR 1588 oS 285" aes — ne SSS se 32D) i ~ 22 t a % > 7 y\ | OR t ~ A ; zm 1'\ | 1 160 224 157 156 1524, TET ARBURETOR, MANIFOLD fied by veference number. ND AIR CLEANER GROUP list for correct part number. 29 MP-1051MODEL TH PARTS LIST 38 128 P-591 TSTS00CT 47, CRANKCASE, GEAR COVER, BASE AND MAGNETO GROUP sare identified by reference umber. See parts list for correct part number: 30 .MODEL TH PARTS LIST 263 —" DS — 183 Fin -s TERE Fig. 48, CRANKSHAFT, PISTON AND CONNECTING ROD GROUP Parts are identified by reference number. See parts list for correct part number, 31 * p.s92MODEL TH PARTS LIST 1512940 15129502 Fig. 50, FUEL PUMP, OIL GAUGE AND OIL SPRAY NOZZLE GROUP Parts are identified by reference number. See parts list for correct part number. . Mp es932 2MODEL TH PARTS LIST 9 151 149 152 150 & 4 207 ee TeiavaeT 181 260 296 328 _-FLYWEIGHT ASSEMBLY we 258 261147326 296 219 265 40) fs) 259 6 HOUSING ASSEMBLY 1 \ REF. NO. 252 COMPLETE GOVERNOR ASSEMBLY TSR Fig. 52, GOVERNOR ASSEMBLY Parts are identified by reference number. See parts list for comect part nuber. . 33 P-594MODEL TH PARTS LIST OPTIONAL FUEL TANK MOUNTING with Evectalc STARTER Teac? Fig. 53, AIR SHROUDING AND FUEL TANK GROUP Ol a GASKET o> Ne 209 EaHAUST AND IMLET AIR. CLEANER. Fue pump CARBURETOR GASKET gu puure cane PORT Eagar BRACKET GASKET ‘casne € ‘CvUNGER @Ase cevcinpen HEAD ENGINE BASE GASKET CRANNEASE GASKET GEAR COVER CASKET onaner Fig. 54, GASKET SET Parts are identified by reference number, See parte Uist for correct part number, wp. 1052 34‘The following parts are for a PARTS LIST MODEL TH — 2 CYLINDER STANDARD ENGINE ENGINES HAVING STELLITE EXHAUST VALVES AND INSERTS, HAVE POSITIVE TYPE EXHAUST VALVE ROTATORS, AND THE ENGINE IS DESIGNATED AS MODEL THD. aiviard engine without house, If power unit house parts are required, refer to Page 42, ii] Pen oe 7 ne [ere No. | Number Deserips Description Lb Or To] AA-86a.522 [CYLINDER BLOCK ASSEMBLY, a, . | 1 (CRANKCASE ASSEMBLY 0 Pori0' case for mounting maniote Primer poe Inet be dered opel. Prner ato rt ansua.s2s [CYLINDER BLOCK ASSEMBLY, com Seuss Si Fee M SN SRC re Saioon Nat Waive Rorafons, Leckwasher Anasnste [CYLINDER BLOCK wa vive eat ne Pre sng Scr and ste Saunt ansens20 [CYLINDER BLOCK win STELLITE Sito ng its? ENeIN sve sos acs oe te Spry nox 102) AB.100.8 [CYLINDER HEAD Plog 103) 06.2101 [PIsTON, comsroun, ston ste over Pus oe ass faite Pater hot oenie | NOTE! Te pander ofthe crankcase toa| on.z0 . cont sce ttnped on the cave ine nen myer “Srsiuune s Sheu in Figc ORDER BY THIS NUM. vos| oc-12-4 — joit'sine BER ond by ine noel Specition 10e| Beus? | oubResiow ain i {ton sn So Ste o th etn toy] beat” |Scrarer mine 3 DRA) ——_TRLCROME RE-RING SET, sus tee 9) ana |vALve stew culve 120) 4675.8 VALVE, ints ont cancun, sons AET:9 —STELLITE EXHAUST VALVE oy a1) APIA |YALVE SPRING, ot, nt ed ox Ar) |VALYE SPRING, exhaust, wien STEL- Ue saves tees wes ee Tesi/a5"tee tangy tone 3 pound Fig.) thas tio OIL PAN ond ENGINE BASE fa APSA VALVE SPRING, exhaust, with STEL- For open enine. Gt) [Lite etn md VALVE ROTATOR ENGINE BASE, for engine covered wih ied opened cmon 1/82" soot rete oven ae a 22] AG-26 SEAT for ave ovina, ot GEAR COVER ASSEMBLY : AG31—VALVE ROTATOR and suri SEAT SosIGHD Gear cover hoy Uprauan onee wth Ste saves : Gea cove 123 AKL LOCK tor vatve spring seat : Paton Order parts from nearest SERVICE STATION shown in directory following parts list, IMPORTANT: Always give Model, Specification and Serial Numbers as shown on nome plate. ye.7973MODEL TH PARTS LIST No. | Number escriprion WReq{Lb[Oz| |No. | Numb Description Ta7| BG-209 BEARING RETAINER PLATE, 1 to} |iae] F-61 VALVE TAPPET with lockscrew. 4 4 Heat Ghana rset emsinted fe re BK-80 FUEL TANK BRACKET. s : NOTE primero te concston | || | ful wean — [ow pune pLuNceR | |e c |U-48J, replaced by L-63-C > NOTE: The above Is a standard carbs Port Son ahr ce oct Teas) ] | eee nnnen ny otcn Fig. 2 tor service roplacement pots lat. 1 DASH Conectiogtat ot turished vs4] toate exnausr uaniroLo fae LEGA Dan tes| Laisa [etme PPLE tema, Ye 2PD-181 Pulnute 2 QA+114 Shims jlone. for open engine. ° Gunes Soe Late [PIPE NIPPLE fr maton, 12 x0 136) DE-65 PISTON PIN, standard size. 2 3 metal HOUR ‘ a Pt nn ce an fered 0 vse) ura |H08e CLAMP tr ar tener sone 1020" oversee toa 1-7/8" LD, 2 a Order parts from nearest SERVICE STATION shown in directory following ports list. IMPORTANT: Always give Model, Spcifiction snd Serial Numbers cs shown on nome plate, woe %MODEL TH PARTS LIST fee INo.[Ner we] faeh] Pont Ret Description IMenpMer Mt JRefs] Pert Description hs? HOSE CONNECTION far open enaine fia | PAa22 PIN for atoning crank mat ‘Tt 73 | Pa.332 PIN tor fuel pump sainer stop LLA26 HOSE CONNECTION for power vast... | a] | & liza | paasy [DOWEL PIN tor gear cover to cramtease| 2) | 1 158] Lo-gs.si om BATH AIR CLEANER, United sp elltien No. T=12B12, t) 2] a] |i7s| pasio [ROLL PIN tor governor nywetates on) 2] | 1 Service parte-United Specialties Part No 17984 Cap and ter arcerly ‘ 176 | Pp.148.s1 [CONNECTING RoD BoLT assematy.| «| | A749 voniing gasket ofa Consisting of [GISAT Fitter gasket ' 1 PBL48. Bolt 17688. O11 cup aasonbly ' Leone wut OPTIONAL, EPD-L@1 Palnst 159) Loses) [OIL BATH AIR CLEANER with geo cleaner, United Speciaisiea No. 1262...| 1 | | 2| l77| pa.t69.a [VALVE TAPPET ADJUSTING screw. «| | Servienpota-United Specialties Part Ne. For F-61 Toppa 16960 Procleaner cop anaenbly.- | 1] | s 8216282 Precleaner vosy aasersty | 1| 1| 2| hr7e| per | sTUD tor manifold to cylinder block 82 Alt cleaner cop aeserbly, ta ovoting. ? ACTIBI2 Wing na fr top. in 990A1 Wing nat on side 2 h79| c.337 | STUD tor eytinder block to cronkcace BISB2Fhver spacer guaket. ie mounting el ja ATR Gasket fr filter weit af fa A7936 Fiver unit 1] a] s| hao] pesa7 — |stuD:er airciemer to racket mounting! 1 | | A:17782 Body sovembly rata ATI. Mounting Gasket 1 [rer | pociza.a | NUT tor governor adjusting screw rf fa 160) L084. | BREATHER ASSEMBLY 1} [ 2) |te2| poser — [PALNUT for connecting red volt, Mounted in air eleoner bracket 5/624 al fa tet | Lp4s | FUEL STRAINER (erat THloteont, a3] Peso [WASHER tor starting cranenat, 1 exter tae] PF82 | BUTTON for camanatt thrust plunger | 1) | 1 162 FUEL STRAINER (large) Talotean No | on s] | 9] |tes| prior |cansHarT THRUST PLUNGER, 1 slectrc Harter. te7| Pcs17 | SPACER STUD for cylinder strond.onn) ) | 1 INOTE® See sllaetration in back of mane ‘tl for wervicepareltat af fuel strainer 190] P6314 | CLIP for spark plo cabins ft fa V63| LP.42-A FUEL PUMP, Stackstone No. ct20s...[ 1] 10] fi91| Powe | FUEL TANK STRAP, al te 10.28 DIAPHRAGM KIT fo fet pus 1] | 2} fies] pr |eRANKSHAFT OIL SEAL in soar cover| 1] 2 NOTE: eter to fuel pup inscuction sheet in back of manual for maintenance 194| pHa19-A | SHIM fr governor bushing. rf oja hs | PH-356 [CLAMP WASHER for manifold mounting | 2| | 16 CHECK BALL, forall pun, 5/16" de ates! 2) [0 ) hres) prise |SPACING WASHER for ott ctrainer uw.| 0) | és| Me71 | MAIN BEARING ASSEMBLY 114 |ig7] PIaIsE1 | SCREW for adjusting gorerncr spring. 1] | 2 166 1 ME-69:1 Bearing cop~Tincen 414 2198] PK.S0-A RETAINER for oil pun check ballin 1) | 167 1 ME:TICT Bearing cone—Tisken 420 af 199, PKS2 RETAINING RING for piston pin af fe 168 Me.120 | WAIN BEARING ASSEMBLY vials “Takeolt end. Consisting of 200, PLS3 | KEY for cromtehatt gar, No.@Woodrutt | | t 169 1 ME:130-1 Beaving cone=Timken 26081 2B 7 3 ME:T30.2 Bearing cup—Timken 250228 7 por, Piss — | KEY tor tywhees, No.2 Woodratfinn | | a Ty Nca45.6 | FLYWHEEL 133) 203) PMs | SPRING fo ot pup plunase yo fa NC-MSG-1.51 FLYWHEEL for engions with ects 34) 206) P75 | SPRING tor soverner af fa TCHS Rng sear 205, PM-108 | SPRING for camshatt thrust plunger aun || 1 206, PMAI6I-A | SPRING for fuel pump Feiner handle.nnn 1] | 8 Order parts from nearest SERVICE STATION shown in directory following ports list. IMPORTANT: Alwoys give Model, Specification ond Seriol Numbers as shown on nome plate, a7 p-1053MODEL TH PARTS LIST feet] _ Pe wo [NerWe) fact] Pon Wo. [Mer Noe | Munber Description fReq]Lb[Ox) No. | Number Description Real Ub Oe) 7207] PH-16S-1 [SPRING fr oil pump catot Y) fas2] WF-270 [ELBOW fr (70 shina an ay [a 209) 0.21 GASKET SET (ris. 50. s| fe Cin ft pump outten | ams gic 1 0-80KA 233 | RF-270-4 [RESTRICTED ELBOW FITTING 1} fa [oer | Pop tise tapsbik in governor housing for ol ie. poGeea7-a 1 aD-617 1 OD-E6I-A 1214 ee-1196 lon sPRaY Nozze ry Loose 1 abba 1 Gb.867 popeiaa ian 1 00-670 15] @x.170 [IL SLING for crnshat rf de} 0 VALVE GRINDING GASKET SET a | fa] fase] reer7s [CUP tr ott stainer rf fa eee coeina 1 opaine a7] amar iRURL LINE. set ation, Lotto | || 4 210) a4.114 — |CONNECTING ROD SHIM. 4] [¢] lane] mses [01 LINE, governor to exnkease, ations] 1) | 2 m GASKET for manifold mounting af fa Suing eats 209 | RM-1122 [FUEL LINE, ounp to coruretr, 6H" | 212] 2C-58-A | GASKET tor corbretor mounting foe long. Tubing with nate rfije 240| RM-1206 SUCTION TUBE ons ELBOW if fo 213] ab4a7-A GASKET for ror tuo tank (atandard J2a1 | RMAI2 [SUCTION TUBE for enaines with elec 214| 20-487. |GASKET for main bearing pate, 009" iste aterter vol stroinec mounted 0 foeh 215] a0-612-4 | GASKET ‘or vaive inspection cover | 2 l2aa| sA-62 [COVER PLATE tor valve topoet nape 216) QD-612-¢ | GASKET fox crlinder hens 1] | +E loa] spa JRETAINER for main Dearing cork ot 217] 00.616 GASKET sor magneto mounting | tf | a 245| $0-153—|ENGINE INSTRUCTION ont NAME 218] 0.617 | GASKET for cylinder ojock to crankcase) | | 1 PLATE alfa 219| Q0-638-A | GASKET tor governor housing. 1 ISpecitication Number and Serial Num 220| QD-668 GASKET for guar cover to spacer da 246) se-3 FLYWHEEL SCREEN. rf fiz 221 | QD-661-4 GASKET tor geor cover spacer to crank cose r| 1 za7| seas [FLYWHEEL AIR sHRoUD. if aia) 004626 CASKET for nin be estate : E198. s0UD in to otin ecine tia) QD46-A GASKET fri amp worms |) Se : 224) a0-447 GASKET tr roe a 1 nual sesee—cvLoeR shou fale 2uy| sesr9 am sitouo cover pale 225) e044 GAREY tr nar Pn o LOE SEED Sr ted Bia - (250) SE-138-8 AIR SHROUD HEAT DEFLECTOR: aa 224| 00-490 GASKET fro punt adcover miss St 2s) TAN26 FUEL PUMP PRIMER SHAFT ot dar) Rea CAP tn aap fanoce sssenatr a0 | aat| nat) OL FILLER ow GAUGE ASSERBLY. 7 a82/ T9687 GOVERNOR ASSEMBLY sf fia with QD-715 gasket. 253 TC3220.51 GOVERNOR FLYWEIGHT with C-3280 230 RO-IO7-A OIL STRAINER boa theuat pin al js ani| RF-269 STRAIGHT FITTING 31/254) 76-2280 | GOVERNOR FLYWeIGHT THRUST PIN 2| | 1 rio eet fo al ts al 255 TC-3882 GOVERNOR SHAFT. af fe “Tank Order parts from nearest SERVICE STATION shown in directory following ports list. IMPORTANT: Always give Model, Specification and Serial Numbers as shown on name plate. yp. 1054 38MODEL TH PARTS LIST Woon e] fae] Pow Io, Description ReqUbTOr| [in| wenier Desernton Rog LbT 02) 256 (GOVERNOR GEAR BUSHING vy [a INGTEs These encines oe equipped wi 57 GOVERNOR THRUST SLEEVE one fnagnete 28 shown above. fee mogneto eARiNe al fa [oaletine In boc of mansol for service \eniscesent pare ls 258) TC-405-A [GOVERNOR FLYWEIGHT ASSEMBLY 1 | 3 Cotati st 275] vo.tst — |sparx PLUG, CHAMPION to. O-18, 2PALtO” Rell pin oPTionaL, 1 Prateek Shim O68 | AC Ho.CH8 Commercial proageD Pine 276] You12 SPARK PLUG SAFETY NIPPLE af fa Tena6e Bushing a7] yur | acNeTo IGnITION CABLE to No, 1 259] Te-4228.s1 |GOVERNOR HOUSING ASSEMBLY... 1 | 1 evlinder, 24% hoa if fa {Atuinun). Conateting of Voeesa sor rin 270] yu-120 | wacneTo IGNITION CABLE to No. 2 Tera Phe pnd, 20% 2 1Obsa0a Canes 240] Te427-8 |suPPORT PIN for aoveror atssting STANDARD HARDWARE NOTE: ‘The following mits, washer, a1] reazec |coverwor cross suarT Lever |i) | 2 SSpucrows ond ete, re el 2 commen from lec plumbing or hardware ares. Jaca| u2t2 | sraRTiNG CRANK. vials 20s] PD10 NUT, s/ist2¢ rnd, noxoconstoet «| | 244] uc.7s.s1 [STARTING CRANK NUT ASSEMBLY... || ar connecting vd bal UPR Pie 1 UCTS Nat Nut, 1/16%-20 test, exoaensteot. 6 | | 1 245] vaciss | GovERNOR YoRE r| fe cone 2s] veer |cHOKE conTROL 1} |] [ar] pore mur, sorte eess, nenaaen steer | | 247] VESS5-A |GOVERNOR CONTROL ROD io cat~ eter ° | fo) fase] po.rr nur, 1740-20 twos, hewoaen steed. | 2] ft 268] W0-26-A MUFFLER aja2le ~ 289) Pore NUT, 5/1018 treat nexagon ete. || | 249] we.amst |GeAaR cover spacer ifife oro spray nose UP Cinch na for mounting go an) po.zos | mur, 272-2400, (Senos! exe 170) wese2-st [FUEL TANK ASSEMBLY. uf sfiz| ave] ep.ter |e nur, 1/420 toot if fe i 1 We-t02" Poel tort with op 296] Pea |LOCKWASHER,1/4* Positive af fa or fet tank shape a7! 6.20282 |TANK ASSEMBLY with raei2i1 Suction or mousing ol bump to cenkeoee. {iol anor ovnted Yet). ‘ior mounting governor Rows 274 Y-80:2-51 | MAGNETO, with gear, Foitbanks-Morse 2tor mounting fuel pap. No rnoi-an?, fe ‘lor mounting fiywhoct screen. OPTIONAL Y.67AS2 MAGNETO, with gos, ico XI42891 ° Yerstesh testy, ceploced by Order parts from nearest SERVICE STATION shown in directory following ports list. IMPORTANT: Always give Model, Specification ond Serial Numbers as shown on name plate. 39 ‘MP-1055MODEL TH PARTS LIST Now im IRea[tb[Ox [Nov| Number retion IRea|Lb [os nae etun ut Rees ve ts Feetrcecpearanen Peas ender lh poe outing lank cht se] xase —|screm, 47.20 eo x14 on $e Sd ries ree sewer. als |298 | PEWS |LOCKWASHER, 3/6* Positive 18 1 “feel tank etraps for mounting manifold. )320 | XA-67 |SCREW, No.4 x 1/4” long, tapping Tia Tem amine nlete-tekeot end sere, wo Ad, efor mounting magneto. For mounting name and instruction }299 | PEG [LOCKWASHER, 7/167 Positive . +) |322| xe.r7, SCREW, 5/16*-18 thread x 3/4" Long, eee ee cane scnew. aly }300 | PEA-46 [LOCKWASHER, 5/16% extemal Everiock| 4 1 on iz com ori er zal x04 |scmew, 1/420 eval 1/2 on, | reno ee on Lor] eas |Lockwaswe, s/i6ecuneeut or msg Spe i eck cae aenencen pire pve, 2/0 tnd | Ja Stet monn gover bowing-iower ao amng lpn aes| pute PLAIN WASHER, 5/1 oper a| fa arma ncn cont ae) x01 |scmew, 174-20 eat «2 oa, bse os hana [evar wAswen, 20+ ate Af fa aad gover in uae 207 PHLAT-A [PLAIN WASHER, 5/16" stoot ve af SCREW, 5/1 “ al de Fer mottng hiner em a ated og ene 309 RF-794-A | PIPE NIPPLE, 1/6" x 2/4" long, brass |) 1 ‘for mounting fuel tank bracket Foe mounting fusl strainer to fuel pune [330 XD-14 SCREW, 5/16%-18 thread x $/8" long, 310 RF-948 (PIPE NIPPLE, 1/9" 5 3° tong. ry warmer 7)? Farconaal te 2] xotz— |ecrew, sie reat +1 oo, mee see a fa ia) suse [puve, 2 cepnson w lal ja Tie uti se tia sata— [puve, 5/1 exgennon 1] far] x07 faces, svete nseat 14 on, ree Leen es ee nese af | a "a i ial nae | x01 | seme, s/tseie act 1%¢ tn, ie eae ree fect netnes Sctegn heodae |] | 2 Piet mnie enna et ue) x435 seme, 174-20 oad $4" tne, SETS aoa teenie {ee nus a] fa tone Terasawa Ba woe semantic eae IMPORTANT: Aiways give Model, Specification ond Ser MP-1056. Order parts from nearest SERVICE STATION shown in directory following ports list. 40 | Numbers as shown on name platMODEL TH PARTS LIST feet] Pont a Description 336] XD-27 (SCREW, 3/0"-16 tread x L* long, hear fagon bend el la “or main bearing piatetote-fl end or mounting enalve base. 337| x33 SCREW, 578"-16 thread x 2%" lone, lsz8| x02 |scREW, 50°-16 toad « 2%" 1ona, Ihexogon twat 2| |z lao | xe [TAPER PIN, No. 0x 3/4" long ry fa For governor yoke. laa | x32 |COTTER PIN, sea" x 2/2 Long ry fa aa | xK-1 PIPE PLUG, 1/0" equare heat 1 fas | xx-a IPE PLUG, 3/24 aquore head al fa 126 PF. IPE PLUG, 1/8" slotted head 1 Ixk-121, Allen socket head, roplaced by Praia. Order ports from nearest SERVICE STATION shown in directory following parts list. IMPORTANT: Always give Model, Specification ond S jal Numbers as shown on name plate. AMODEL TH POWER UNIT WITH FUEL TANK AT TAKE-OFF END OR UNDERSLUNG FUEL TANKMODEL TH POWER UNIT WITH FUEL TANK AT TAKE-OFF END OR UNDERSLUNG FUEL TANK Un Description mo. Ret] Pert b. Iwo [Me Ws No i re No| ner eecitton __fresfuefen INOTE: The following are power ont ‘STANDARD HARDWARE | Roves parte which reotace or re oat lio]. po-77 mur, srercto nnees, neneyor nice [is] 1 | Mioete ace inthe standard sogine NUT, 1/4920 thea, x | pete ise Sor flank ppt 1 or pt | 375 | 81.1765 [BRACKET for mounting air cleaner... | | 14 ‘for crank spring chp. | 376 | B1-29251 | AIR CLEANER CONNECTION ” = te seer peels SRAcker AsseuaLy via) | fer] poze al fe 1 LO-e4c Bresther Jarz| Po.81 NUT, 1/2"-13 thread, hexagon steel. | 4 | | 1 378] LP-19 FUEL STRAINER, (large), with shurof! ja14| PEAS oar wants diac ne » 1 eee oer soecid i a 1 ean ora at | lene Mor OW-480,7, for wuts with ‘lor mounting cour pane) (9 base, || Rare Ee Ten yank ot mere He See ee | Js] PEA | LOCKWASHER, 5/16" Poste af ja 200] Pos231 |ooor cui a| jo Se meaning oi cleaner teckel \‘| ser] rose TANK STRAP tor undrstune ust took | 2 | 1 1416) PET | LOCKWASHER, 1/2" Poste «| fey m2] Peart |aRACKET for otding storing oem. | 1) | 2 Pe mountins tngine supports oboe Jaa] c.s2 | BRACE tor oor panel 1) | s| [at] Per LOcKWASHER tor gcundawitshtenicel] 1) | 1 | jes] Prise GROMMET in rworganet for tuet tne.) | {a | [419] PAR | WASHER, 7/168 U0. ta/t6" O al lal 386] PK.87 [CLIP or nolan starting cont 1) feao) ese Jere merce, ver caver tons on) tf | 1) 387| PMA137-1 | SPRING for doot clip. 2 1 ‘or feet teats meanting 12| RF-7 | PIPE COUPLING, 272%, tor tt dain. | 1] 2) u.391 [FUEL LINE joing win nuts, 15¢ ong | | | 3 ae Underatong fuel tank to stain, jeza) re.rie6 | PIPE NIPPLE, 9/6" U6" tng. a} fe 390) ma-t200.4 JFLERO.TUBE FUEL LINE. 104+ ons] 1] | 3| lazy) xAS4 SCREW, 1/4820 hood « 9/8 Ion, | am] eu2060 |suction TUBE ASSEMBLY if fe Stor etn canon 92) soei08 | TAG tor sation awitoh fs or ean pring Ci fvu| weasra leanopy vl afa, aes] xaas— |scmew.zae20 meas s/arionn | | | }395| WE.260-A | FUEL TANK ASSEMBLY—tokeoff ond. | 1/19 ~ Concating ot ze] xs | senew, 1/er20 eat» 5/4" tn | WE-2604-2 Support and straps. ier 428 | xD-5 SCREW, 1/4"-20 thaoad x 5/8" long, \ 396) WE.261-4 | REAR PANEL fst "For tear panel to evi. block, apger hole x05) TERI oped oy EE w $e 00 2{s 397) WE-262 HOUSE DOOR, 429 | XO.17 SCREW, 5/16*-18 thread x 1* Jona, 99] WE27L-A | ENGINE SUPPORT for unt with under hema be a wack a[ fa 430] x0.19 | SCREW, 5/16+-18 tread x 1%* Jona, 400) we.299 | FRONT PANEL (Standort ifele roves eae if fa WE-209-1 | PANEL (with notes fr ewiteh and ar ot punting att cleaner connection ton For nit wih slecuical eget " 1422 x04 | SCREW, 1/2019 thant 1-2/4" tong, gor) we200 | SIDE RAIL, 8. ide an ies heaa al fe 402) W301 SIDE RAIL, 1%, aide (magneto ide) | 1 | 1 ja) xu2a | COTTER PIN, 1/9" #374" tna a} fa 4o3| wea0est |UNDERSLUNG FUEL TANK ASSEMBLY} 1 | 7 | Foc door tis corset ot 1425] xk | PIPE PLUG, /2* square hoot al ja | fie to6-0 Section tte ora dain ese 405] Y9-¢ IGNITION swiTCH ule 496] YLAIS1_WAGKEFO GROUND WIRE 1 Order ports from nearest SERVICE STATION shown in directory following ports list. IMPORTANT: Always give Model, Specification ond Serial Numbers os shown on name plote. 43 e-s0s8TT-66 VARIABLE SPEED GOVERNOR CONTROL ASSEMBLY TT-66-F IDLE CONTROL ASSEMBLY FOR MODEL TH ENGINE ua _ 76 qQ—_* ee 479 —e| MN 475 Q 495 Ven ea 487 f 491 s0—\4e5 ® 494 i 4 ‘ wn 89 ‘, 4 fo Lm, 486 Z fy “fl _— 480 No. | Number Deseription IReqltb [0s] [Now | Description 477 | PMLI11.1 | SPRING for adjusting screw 1 1 | lage VE-657 Locknut, short a} ja }478| TC-368-A | PIN for adjusting screw swivel ’ 1| {as VE-657-A Locknut, long. 1 1 }479| VB-134.€ | VARIABLE SPEED LEVER 2) | 4] |496) sa6s-4 | TAPPET COVER and CONTROL ROD lao) vecszz |cowrrot 1} fe oreont i} fs ant) vensa2e STOP COLLAR for control ‘ '\ 497) xo. SCREW, 5/16%18 thread x 114" long, He cite Stee Order ports from nearest SERVICE STATION shown in directory following ports list. IMPORTANT: Always give Model, Specification and Serial Numbers as shown on name plate. mP-1059 44ELECTRIC STARTER, GENERATOR AND DISTRIBUTOR IGNITION FOR MODEL TH ENGINE 4 No SPARK PLUG 524 Wits fae] Pom wo,[ier ws) [Ret] Pow Descipnan io, [ner we Noe Number Real Ls] 0 Nnber __ ese ea bb [On| 1500] GD.97. [DRIVE GEAR tor generator ry fe '$0-109 TAG for ignition awiteh pe v " VE-S660-1 CONTROL PANEL 1] je s01| PCA® | STUDIee mousing generator iower tole || | a VES, replaced by VEW3860-1 sor] PO-S1GA |oRACRET to ote open | je] Jona] vaaea —execrme srarren yin, sue | OPrioMaL, LHe NOMEsAIS4 (rplocon MZtiee) 1 1 [47] | 03) 6.556 [BRACKET for mounting cot 1] fs YANB2 ELECTRIC STARTER (12 volt, Astox s0¢| 20.616 [GASKET tor mounting generator vl le : * ’ Y8.26-A [GENERATOR (6 volt) AutosLite No. || sos) 129-20 /olL FILLER ASSEMBLY if |e [Bxseen0s wit cout roy [cps Conalating of QD-715 Gasket fy8-26, Auo-tive No-GAsea203, with | nase Body | Rest d6--81 Cap optionat, [osha reouatn tops by 226A, | R-123.8 OM Files Arsembly used with YOReA (GENERATOR (12 volt) AutosLite No 1.291 arataht pipe nip and XKCI0S eewenar 43° ettow. [NOTE: Seo'ciocwic Auiocivn ilustce 506| Ri148 [OIL LEVEL GAUGE 1 a poe Sramemtoreeves | | 508 RPI DRIP TUBE ASSEMBLY tor corsretor | 1 | | 2 yess /oNITion serrcx i] ja ‘Conaleting of | TRF-270-4 Etbow Yes0.¢ STARTING swITCH ria Order parts from nearest SERVICE STATION shown in directory following ports list. IMPORTANT: Always give Model, Specification and Serial Numbers as shown on name plate. 45 ‘MP-1060-2ELECTRIC STARTER, GENERATOR AND DISTRIBUTOR IGNITION FOR MODEL TH ENGINE feat] Pen Dessipnn wo [Ne we] [aoc] Pow 5 Nev) Number pti Req[b[Os| [no | Number ercrption le] vo20 | remanar PROTECTOR 3 [2] fins] Pea [Lbcewatnen, are poate : 's17| yo204 | reRMINAL ProTECTOR 1] [a] [sof pes |Lockwasner, 72% postive se] ver |amuerer it |e | a1] pe72 — [LOCKWASMER coreci 2| | sie] ve-er —[oistmipuror, auoine row-ase0 || 2| 6 For leitlon owt trina i NOTE: Se Elecic huteLite aso ton and parte le for dstrbwior service Ja| ps0 [washer 1/4 icin coor 2 js20) vr-t IGNITION COIL (6 voit) Auso-Lite No. 544) XA-34 SCREW, 1/4*-20 thread x 1/2" long, | Sprtowat, | Sat=08 fev No. het) fife feo 2} | GES |icmttion cou. (2 vir Auto No starr sich ting CAEONS (was Nox CNEEOOS) S45) XA-79 SCREW, No. 14 x 1/2" long, Type A, saa) vines jenna CABLE, 22" ona, tpi tet mae 2 atdbator to No.3 oyiaer vf oie ] | 23] vee [Sparx PLUG CABLE, 25 fon 4] pe Setar adnate 524] YL [IGNITION CABLE, 27° ong, aistbutos| | | ‘oforatettbutor asvanee arm lock se cot . saa) xD-16 SCREW, 5/16*-18 thread x 7/8” long, 526] YL-175 IGNITION WIRE ASSEMBLY, 14° long, | 2 P eornere ae wou hence yy "Hor ammeter 19 generator 549] X0-32 | SCREW, 2/9916 teat « 24" Jong, | [527] YL-179, IGNITION WIRE ASSEMBLY, 9° tons, |e fest ‘generator, tap bate. ‘ '28| YLA8) | IGNITION WIRE ASSEMBLY, 20* tog, 529) YL1e4 | IGNITION WIRE ASSEMBLY, «* on5, sail YL.292 STARTER CABLE ASSEMBLY, 12*tone ‘ STANDARD HARDWARE | | | | s33] ee-t2s7a [PIPE NIPPLE capecil or P23-20 Chan 286 ioeg, ccia pive |p wane with Reb 238 oer [536 pba | SEREW, 2/0726 seed» 1/0" loon or mounting sae. 35) pba | NUT, 2/02 eo, exagon teal= | 1) | 1 | er generator sted lower hole sic) pory | MU, 1/4"20 hewas, hexagon steal. | 9] | 1 538 PES |LOCKWASHER, 1/4" Positive a| [a ver nett suitch newting | Order parts from neorest SERVICE STATION shown in directory following parts list, IMPORTANT: Alwoys give Model, Specificotion ond Serial Numbers a5 shown on name plate. 061 46YA-19-2 (6 Volt) STARTING MOTOR ~ ELECTRIC AUTO-LITE No. MZ.4194 YA-18-2 (12 Volt) STARTING MOTOR — ELECTRIC AUTO-LITE No. MBG-4118 (Replaces MBG-4024) COMMUTATOR END HEAD ASSEMBLY Ref. No. 1 FRAME ond FIELD ASSEMBLY cara so w= > com 93487 ‘assewsty © S=—12 20 os eo) Be a5 a 6 0 NoT, serviceo B10 SEPARATELY Pe a » A ea | | 40 a5 32 3437: 36.3238 y aenoor DRIVE aSsenaty xd NOTE: All parts are interchangeable for both starting motors, except where noted. 209102 Be | Peer lee 0 its) [Ret] chit, Description ns eis [aate FS ASERREY VIE [muse [TARUST WASHER fr et | ro [atian® | Baewrese ti a) far Dave soins Vac) 8 /MBG-3005S | FIELD COIL ASSEMBLY (¥A-18-21, ” eo BEARING PI \SSEMBLY, Méco08 | Fleo colt, cr: {varied "INION HOUSING ASSEMBLY eee, | HapSee Coo alias | Bathe ce ‘MZ-20020 ie “we HEAD ASSEMBLY [v4-18-2) AT! 12K396 LOCKWASHER for housing screw, No. 10 4 ‘25 8x-902 SCREW for hod mounting + ‘No, 10-32 thread, He, ANTONE Steuer | rcs ete a” iowaYB-26 (6 Volt) GENERATOR ~ WITH REGULATOR — ELECTRIC AUTO-LITE No. GAS-4302 YB-26-A (6 Volt) GENERATOR — WITH CUT-OUT RELAY — ELECTRIC AUTO-LITE No. GAS-4305 YB-36-A (12 Volt) GENERATOR —WITH CUT-OUT RELAY — ELECTRIC AUTO-LITE No. GDY-4116 ATQHaSSY GY3H ON3 YOLVLNMWOD OLN “HH 8 Jenassy SLVTd HsMwa Pe ee svenassv OVaH ONS AIG Ze ly oy 6 8 aR ce % OC Ie AVONESSY LV T4 HENS NIVH 8 | snevagsy QTa14 FHP awd PN YOR poe P 6s - I sy a re amr i rf re € 9 | a oa Pca e w\ WOLV ADIN FOUVHD OnT : Se 99 6 i f Te 7 po? ‘a01Azas 108 une { 9 WerIoRet 48 Parts are identified by reference sunber, See parts list for correct part number P1063YB-26 (6 Volt) GENERATOR ~ WITH REGULATOR — ELECTRIC AUTO-LITE No. GAS-4302 YB-26-A (6 Volt) GENERATOR — WITH CUT-OUT RELAY — ELECTRIC AUTO-LITE No. GAS-4305, YB-36-A (12 Volt) GENERATOR — WITH CUT-OUT RELAY — ELECTRIC AUTO-LITE No. GDY-4116 NOTE: Ail ports ore interchangeable for these thee generators, except were noted at Ne] [Ret] Awetive we rien fea, [RO] Pei Desc 1] easzier | FRAME we FIELD ASSEMBLY cra-20 1] [ar easairs [ARMATURE Ovite, veaeas 7 Gasaee | FRAME ans FIELD ASSEMBLY (vo-ze-) Gov.a17s | ARMATURE tr364) Govi2vee|FRAME ons FIELD ASSEMBLY (y5-36-4) Consisting “ DISTRIBUTOR MOUNTING HOUSING \ 2| casae | INSULATION tori com connection \ 3| casas | HoLoeR ter ai sot 4 | [42] cese — |oisrmsuror river cean 1 i [casas | CeAD We wan ormuat 1 3] ima” | Sowec'rin 2 | |s0] swans | pn ter saver oor : | ibata | Pate snot Scnew i 3| xe” | Teena Z [sr] eacse [champ tor atsittr rousing ns : 2] Gastar | insutaTing austiis eran: : oer INSULATING SUSHING cra-265, r=-a6A) s2| exsa | sce torcionp : 9 | Gkezoes0 | FieLo con aseuBLy coopice creas” | Sond? thot © S/ ona ound hea Gasawasa | FIELO COIL ASSEMBLY conpite(¥E-264) Gor-ioos” | FIELD COIL ASSEMBLY compre (0.384) sa [exra [WUT torslonp sow, No.8 treads hase | I 10 | cas.2t324s [commutator END HEAD ASSEMBLY 1») |se| xan lorease cur ' | casi | SPRING RETAINER for ae trusn pote... | 2 | [58] OWARA [COVER tor dowoatr Rowen | 12} easan | Fett mice ; | 1 [tessa | SPRING tr wir wick 1| [56 | exo | scREW tor setter noswina wowing 3 tai | WASHER ert ee ' Nowl@9# trent n 9/0 ony oor nese. is[xism | oer : te | Gasiaas | READ win Gains seaans 1 | [57] cas.204 | rHRU BOLT ter end meats mounting 2 7 | casey | Sronze pearino i 18 | easzearRa) hain pRush MLATE ASSEMBLY | [se] raxase | Lockwaster, ni. 10 Postive 5 ws] cava _ | GROUND We wan terminals \ {er dntbtor towing an] casita +| main onusn 2 2 | easis | rush HoLoER 2 | [se | eas.te20s |@AND or cover son : ia | cast? | Serine or gence va i j 2 | caste | SPRING cr mutes brah 1 | bea xr | SeREW tor tant cover 1 ia | Gastar | sainsnus pate i 3 gaia | Senew tr maunees ons 1 | er | axrse (au tr mond cove sezew : 26 | vaxiss | LOcKWASHER fr turn aceon No 8 2 Br gxciass | Sch romans ash 7) [ee] coo | curour etary asseuaty rveaea | Sousa hvad 2 Ton, binding bad. fresco: | £UT-OUT RELAY ASSEMBLY (rman ae | casarzen | are BRUSH PLATE assemaLY \ Sonatina a 42 cas7 | SPACER or novningwisy(¥O-268,Y0-968) | 2 Jay | oasis + | Thin asus \ Lit | casts "| Grusn nocoer {| || resase wo chaRce REGULATOR (vss) | Gasi7—) eeusn seni : io | eastize | Seanusn poate 1 | [4s | xe | FUSE treason, Ane cv826 : Bi |ocee | Scaewie ms tran : Novtett twat 9/8" Tong, ater bao 6| case [SPACER sor mounting vesuator 48-28) 2 aa | r2Kci9s | LOCKWASHER frat tren ncows so.” | as | exss SCREW tor piste nouns 1 | Jer] wean | screw ee mounting rosie o ey ‘ Nove-a2 se 37 oma ound hood Sonos teat 3/0" hn ound ea 36 | 12x95 | LOCRWASHER fo pire mounting Not | 9 48 | 12x96 |LockWASHER fr ousting realtor oF 27 | cassaaaas [oRIvE END EAD AsseMALY : relay Best ‘ ae | cas.zaaas | Head a | [69] Teste CARBON RESISTOR for regulator (¥ 8-26) 1 38 | X000°** | SACL BEARING, wnctad, SAE NO 200” ft to |easir7 | searinc nevsinee 1 | |70| rer0so [ruse HoLoER cvaa0 : at | axa” | Screw ier scones 3 Sites teens 3/8 tna it Hood. 42 | casi76 jon THROWER : 45 | x03 | NUT or emorue wis H-20thed, sti | 1 14 | m1744 | WASHER for ometie stat mit 1/2" sin | 9 45 | x40 | corTER PIM iors 2/02¢ = 1* ona : te) x26 | REY or aie gar, No.8 Woosrtt \ + BRUSH SET for SERVICE, GAS.2012, 49 MP-1084,YF-6-F AUTO-LITE IGW-4199B DISTRIBUTOR YF-6-E AUTO-LITE IGW-4199A DISTRIBUTOR YF-6-D AUTO-LITE IGW-4168B DISTRIBUTOR PARTS LIST (VF.GE Replaced YF-6D, Intrchongectle) YR: 31 @ x »: SSM Y ms My iy Yr, Of 2 7 mM 2B % 2% 2B 22 SHAFT ond GOVERNOR ASSEMBLY hs 0 1b, e THESE Aawtine No] [Ret] avaie eat Ronee ea [Ne | Pan Non 1] cB-140 INSULATING BUSHING iv torninal sid ss] 1 | (21 | Yow-a0205 [BREAKER CONTACT SET T 2] 0x36 | roLLower GEAR 1 | [22 | 1ow-s143L. [SHAFT ons GOVERNOR ASSEMBLY for ¥F-c0 3/123 |LocKNUT tor contact sew L rowanass (so fee ~ : 4] icv [rust wasner rave shay owen | 1 || | Cou | costa ene ee ' ja.s27s_| SPRING SET toe goveroe elas 5/1695 |reur wic x | tows; | Caw eran soning : 4 | 16-28600-3. |ADVANCE ARM 1 | |S [ieee | eat Se aceg i 7] toeez) [INSULATION for termina at + |125 | Iowztoncaal Extona stop PLATE ice veo e ve | f 2 | 1cB.z2 —|insULATING WASHER for terminal stud on | 1 IeeatontA ayia i | 9 | ieartosse Joisreisuror caP or ve-se 6 vror... | x |]? |1OR2L | oRIvE shart : |? [iepciogs [Pertyesen astonite rovenices 1 | f29 | smzis— |miver tor avor 1 10 | 168-1007 |cLawP SPRING and HINGE ‘or cop 2 ||30 | axsy — |scRew tr condenser mounting 1 Sremeen reate . Nouet? thread © 3/18" lana, round haa 2 CONDENSER 1 76 |YASHER i: conterser nating {3 [rep.to02 |oror ©] a2 faxciza |r tor termina! tua 2 jie frcsaee [THRUST WASHER ior dive ahs, epee J 1 fi toa eos, Resp 15 | iowa |INSULATING WASHER. tominod stud. | 1 | [3 ]12%.196 —|LOCKWASHER fos tominal stud, oe 2 16] 16829 TERMINAL STUD oon | )34 fexctera [WASHER tor teminst sta, Ho. 10 pin 17 | tow.st [WASHER for teminol stud 35 12x98 |LackwasHER for woater plate, No.8 > io | towzteaa BASE ASSEMBLY fr ¥F-or 6 VEEP 36 | ox304 [SCREW tor breaker viene wanting a 1615794 "oronte Beorings fot lastrons).-. | 2 wee seed 9 91 ee Vae26 Pott (vot mission). B97 | acta waste tor soma o keamd Fotintaner tot tanwoiedincs: FY) | pakepmoat Nov fowa1e [ror ve-o0 Adoite 1oW-4t68. laa fonease cup t ‘retain 39 [16.816 [THRUST WASHER tor advance am Q 579A" oronse Bearings fot dlvstteden | 2 Pores auioLite lowaiee onl. P-500-3, 50WW.74-A CLUTCH AND POWER TAKE-OFF ASSEMBLY FOR MODEL TH ENGINE NOTE: THE PART NUMBER OF THE COMPLETE ASSEMOLY 15 STAPED ON THE OIL INSTRUCTION TAG. 626 ¢ 624s ¢ 4 als fated) consiating 1BG-2265 Bearing Plate 1 ME-130-2. Bearing Cup 1 PH-364 Oil Seat CA-62.2-51 CRANKSHAFT ASSEMBLY (not iiestrated) consisting of: TCA-62-2. Crankshaft The 71 “Bearing 1PLS3 Key 1GR36a-1 Gear MEA Bearing ‘THE PART NUMBER OF THE CRANKCASE ‘S STAMPED ON THE FACE OF THE CASE ABOVE THE BEARING PLATE AT THE TAKE-OFF END 1325256 NOTE: Engines equipped with « clutch and power take-off aasenbly; require a special main bearing plate assembly, crenk- Shaft and ctankense a5 follow 86-224.8-52 MAIN BEARING PLATE ASSEMBLY (not ill os es Deseription ne ee, Deserigtion wv. | CLUTCH ond POWER TAKE-OFF l63 | soa32—_|imsTRUCTION PLATE. sf fa ASSEMBLY. “conisting 1 |30 Far clutch adhentant, 600 | 86.186 | RETAINER PLATE for bering 1] |e] for) ves stirrer Lever af Jor | 86.2302 | cLuTeH Housinc rfo| | las) vesea — |swrrer voxe rhila 622 | BH.11S | COVER for napoctin opening a] fe | jos wast | SHAFT sor ante you afa 00 L044 | BREATHER ASSEMBLY 1] a] for |wase | TAKE-OFF sHarT ufo 6th MES. | BEARING oe akertt abot, n.0.2507~| 1] [20 | [618 | WC-2004 —|CLUTCH ASSEMBLY son fie 005 MEA31-A | BALL BEARING fer cvich shatt plot. | 1| | 6 ‘Rochon Dring Model #4 L0-C- New Departure No» 77503 MOTE: See Rockford illustration and| 46| roam | step tr mounting etaten roving on | 4] | 2 Porta list for eluton parte 07) P2344 | OIL SEAL to shir Inver aha 2] [2] lore] xote2 [ser scREW tor euch ve bosses ft] | 2 408} pH.280 | O1L SEAL for tke-ot sot. 1] fa 609) PK.S6 | RETAINING RING for toxins al fa STANDARD HARDWARE 610] a0-51 GASKET for naraction cover af fa] feee]rere mut 7716r20 meen, nesasen atti | 4) | Y [611 | D651 | GASKET or housing mowing ") 1" | \ers| pee LOCKWASHER, 7/16" Positive al fa 612) 50.79 TAG for oft inatractions a} fa ar cltch hosing stad nue. Order parts from necrest SERVICE STATION shown in directory following ports list. IMPORTANT: Always give Model, Specification and Serial Numbers os shows on name plate. 51 wP-608WW.74-A CLUTCH AND POWER TAKE-OFF ASSEMBLY FOR MODEL TH ENGINE fa sree) feet] Pan fe Description eee ee, Deseipton 4] Peas LocKwasveR,s/orextmoatevetack | [1 | [eso] xo8 ——|scREW,i-20 teas x 1M ioe, tex tas] puso | wasteR, Kt Lone /erow.xi/et Far borne aia laa toners @] || Jon] xo.20 — |scaen,a70r15sheos «1 Sona, se ‘lor teeing retainer alates For shifter lovers 26] pur | Re, nos 10 Noo ©) Yeas) xvas [rari pm, os 1070" too car] sas PLUG, 1-270" Expmaon ofa Fe thie ethos Joa] xe-1——_paPe PLUG, 1/4" soso nes (628 | XA-100 SCREW, No. 4x4" round head, metalic For oll level, Shotts opeby AIOE 4) x02 PIPE PLUG, Hr oovae he 29x05 SEREW, UH20 ead x S/F 8, Hos econ ned a) (1) es) xmr steer ett, vee as? Order ports from nearest SERVICE STATION shown in directory following ports list. IMPORTANT: Always give Model, Specification and Serial Numbers as shown on name plate. w.eo9 32ROCKFORD No. CLA-1721-1 CLUTCH ASSEMBLY WISCONSIN HOTOR PART No. WC-280-A sg 2 5 < 76 6 ee % | ¢ fos 1 [gn 24 ja— 25, rose 3] CLA391741 | SCREW for adjustment lock, 1/4%20 thread x Ty CL-5229 Release sleeve 1 4. | 613468 | WASHER for asjstnoat look, /44Shakenreat | 1 : Tetaaae bering 2 halves) $ ‘CL+4096-1 Facing (Raybestos No, 008) 2| fa | craves ADJUSTING RING. | cusoer | seame ; 3 CL-s092 Cotter pin, 1/16" ¥ 3/8 long 3 | (28) Pt.3s3 LOCKWASHER, 378: vs | cestss [mx Pm gona a Order parts from nearest SERVICE STATION shown in directory following parts list. IMPORTANT: Always give Model, Specification and Serial Numbers as shown on name plote. 53 PTSWW-77-A ETC. REDUCTION GEAR ASSEMBLIES FOR MODEL TH ENGINE Tease Parts ae identified by reference aunber, See parts list for correct part number, MP-610 SeWW.77-A ETC. REDUCTION GEAR ASSEMBLIES FOR MODEL TH ENGINE 01 NO. Lavis 4d0-anv. vo. “Ne ZL “NI wow | raeoe | cores | carae | wewmacnns | cnwe | vera See following page for weights and description. west 55WW.77-A ETC. REDUCTION GEAR ASSEMBLIES FOR MODEL TH ENGINE WEIGHTS OF PARTS SHOWN ON PRECEDING PAGE ew Net Wi Port Number ie rt Number a Pert Number 862014 1 {GG-81 (20 190%) senses | WHTIAS ec-21s 19 66-82 (15 ten) tla | wate. 86.231-6 19 66-83 (14 oth) as} swamamt Bo2317 1s G48 27" Lona) afia | wwarmaa2” BHAI9 .cvswnnnnn | 14 G19 (266 tong) oes | 1/12 | WwerTAcTD BHAI 4 {3-10 (30* Lona) 2 Wwe77act4.. BHANG2 nnn | M4 WTIA ccncrnnnnnn | 69 WHeT7A5 BHAI. 6 wWHe77Ad oO Jes WHTTAAG, 66-66.3 (30 teeth 2 [iz | wera wn | ee Ww7TAs. 66-67-1 (62 teat. afi | wera 8 WH7TA8. 66-69-1 (73 teat. to fas | wera oo se WHA 66-71 (40 seein) S| 4 | warms 60 WHe77TA20. 66.73 (53 teeth) 7 {io | weerracs 63 WH7TA 66.7.1 (8 woot wo | 4 | wwerrac7 es WHA? GG79-1 (23 teeth) 2 WHCTIAS conn | 84 WTA, 66-80: (19 eotn) ie INTERCHANGEABLE PARTS OF WW-77-A ETC. REDUCTION GEAR ASSEMBLIES NOTE: Engines eqsioped with a reduction gear assembly, require a special main bearing plate, ctankshaft and crank: ceae 8s follows: BG-2248-S2 MAIN BEARING PLATE ASSEMBLY (not illustrated) consisting oft 1'BG-226-8 Bearing Plate 1 ME-130-2" Bearing Cup 1 PH-364 Oil Seal CA-62.3-S1 CRANKSHAFT. ASSEMBLY (not illustrated) consisting of: Tca623 Crankshaft T MET Bearing 1 PL-S3 Key 1 GA36A1 Gear 1ME-130 Bearing ‘THE PART NUMBER OF THE CRANKCASE IS STAMPED ON THE FACE OF THE CASE ABOVE THE BEARING PLATE AT THE TAKE-OFF END Ie. fret] Pe I [er we Descriotion he. Re | neste Description IRealtb[ Om 705) 96-150 | PLATE forvtainina tearing outer). 1 | 1) [721] @D4545 | GASKET for cover to housing rf fa 705] 6-151 | PLATE for retaining boring fmard ne] | | 6 | |722] @D.650.1 | GASKET for housing to cramkeagernn| 1] | 2 yo7| W265 | SPACER tor tobeott shot, || a |r| sore Olt. INSTRUCTION TAG. af fa 108) Loe BREATHER 1} | |rea| wars ‘TAKE-OFF SHAFT. a} sfis 709 | E36 BEARING ASSEMBLY (outer) afafu no ME-Té>t Cupy Timken Nos 3825, a} jie STANDARD HARDWARE m Me-76-2 Gone, Tiaten Nov 3576 taf NUT, 7/16-20 hreod, hexagon steel. «| | 1 m2) we77 BEARING ASSEMBLY (inner) tL fis Fr housing to crankcase mounting ‘Consisting soda. na Me-77-1 Cup, Timken No, 02620. 1} fe na Me-77-2 Cone, Timken No.02877 1) | 3] |r6| pew LOCKWASHER, 5/16" Positive af fe S| Pa2r9 | DOWEL PIN fa cover to housing al fa lr27| Pes LOCKWASHER, 1/6" Prative ef ja Ine pc-a92 | STUD ta houring to crankcase 4 "For cover to Roveing mounting uoxe 717 PH202 | OIL SEAL ter toto shatt fla Klebhoeter Migs Cou Nox A-3ie106. 8) Pes LOCKWASHER, 7/16* Positive fia For hovaing to crankcase mounting. [718 PH.206 | COLLAR fer tatevol! abot epacer. tf ia 710) PH22 PLAIN WASHER, 3/841.0, x 1/16" 719 QD.542-4 | GASKET oe beoringretolnerplotener | 1) Ook steel soja 720 QDs | GASKET or beorinreteinerplote—outer| 6) oll levels, . } 1 Order ports from nearest SERVICE STATION shown in directory following ports list. IMPORTANT: Always give Model, Specification and Serial Numbers as shown on name plate, upon 56INTERCHANGEABLE PARTS OF WW-77-A ETC. REDUCTION GEAR ASSEMBLIES FOR MODEL TH ENGINE Pea Ino, [Not oe] Nor Daseripton 7a | pte KEY, No. 29 Woodhall sn af fa For driven gocr mounting. 72 Pose KEY, 1/44 equate x24 Long nvennees| 1] | a 733] xc7 | SCREW, 5/1616 thwad x 2/44 long, fst af fa For tmot boating rtaina pla 734) 40.15 | SCREW, 5/16%-16 read x 3/4" lon, ‘For outer bearing retainer plate as| xo-27 | seRew, 2/8916 thread x 1* lone, hax yar] xea7 | set screw, 1/4 headless 1) fa 38 | xe SET SCREW, 5/1518 read x 5/6" ong, heoaleas evmnmened ff 739 | xx2 PIPE PLUG, 1/44 square head owen | 3) 2 Fer oll level. 740 | xx-3 PIPE PLUG, 2/84 aqvare head 2] fe 741) x4 PIPE PLUG, 1/2* eavare heat .. rf fa For oll drain, 742 | xx.88 —|REOUCER BUSHING, 3/8*101/8" pipe.) 1) | 1 Order parts from necrest SERVICE STATION shown in dicectory following ports list, IMPORTANT: Always give Model, Specification and Serial Numbers es shown on name plate. 7 wP.613WW-.75-A ETC. CLUTCH REDUCTION GEAR ASSEMBLIES FOR MODEL TH ENGINE ac A E a4 \ Ae 2 aor = \ wes 1525256WW-75-A ETC. CLUTCH REDUCTION GEAR ASSEMBLIES FOR MODEL TH ENGINE vercas | cazos | orto Lovece | ceyse-mn vervus | cuz-98 ero wt | zysean vovaa | cacoe eo wz | eyscan tevas | cazo8 1603 vorret | ocyscan vocas | cazos ssiwsuitug sew | 1 voor | et-¥scmK vervas | case 60a Lotz | at-ysenn aol No savas ssoanva vasa | ovro see | cevsenm var78 oro wz | ovvsenn urea ero wz | s-vscnn ern | razoe vetret | reyscan ens | rece oot | ct-vscnn orcas | vazoe vevcoz | civsenm | 3 SS eeu Thoin LAVHS d0-3NVL ervaa | sas | orro Lovee | Leysc-ma evae | sazoe ero vert | olvscnm ene | saree aro oot | eyScKM ovas | saree vets | evscnm eras | suze Letooe | cyse-aK erena | saz-oa Levee | ovsenm | 3S toe sano avis 440-34 ovna | races | ovro enmcousua | Lovee | SevScAM eens | rezoe ero veutua | .erz9z | rvscnn ovaa | races ero veusoua | evoo% | e-YSCKA vue | razoa euysug severe | L otyat | Z-YSL-KK eens | recow ssmcsutua sures | 1 ovooe | i-vscrnn erie | raze seursutua seven | ve coe | ¥SZKK “hes? ye4s Ho-ereL, rst -°M See following page for weights and di pis 59WW.75-A ETC. CLUTCH REDUCTION GEAR ASSEMBLIES FOR MODEL TH ENGINE WEIGHTS OF PARTS SHOWN ON PRECEDING PAGE Wer Wr co co 1 Humbe ae Port Number ae Port Nomber 26-2274 19 | @| 69-117 (22 com) 2] 1 | wezsat0 26.227.5 19| 6 | Go-18 tia com faa | weersacny 26.227-6 ra] a | GiB 27" tong) tlie | wrersaciz 86.2277, ta | 6 | 61-9 26° tong) fia | wersana e Beas 2 1-10 (30 Lens} WHTSAA BH 20 | | WWTEEA conn WHTSACS 66.67-1 (62 teat fn | wersant o | wwe7sacts 66-6941 (73 toot). ro] ts | wwersacz WHeTSAc17 6-71 (40 wet S| 4] wes we7sa. 66-73 (53 teat 7/10] wwe7sace WHTSAL® . GG-771 (59 tooth) nnn [10 | 4 | WWATSAS 7 wHe75A.20 66-13 (20 woot a] re] wera | | ww.7sa21 GGT Steethlocnn || 14 | WWATSAAT a3] @ | ww7sacza GG-115 (14 toot. | wera Shea | | wwersacaa 66.116 20 tect, 2/10] ww75a9 6 INTERCHANGEABLE PARTS OF WW-75-A ETC. CLUTCH REDUCTION GEAR ASSEMBLIES NOTE: Engines equipped with a clutch reduction gear assembly, require a speci crankcase a2 follows! ‘main beating plate, crankshaft and BG-224B-52_ MAIN BEARING PLATE ASSEMBLY (not illustrated) consisting of 1BG-22-8 Bearing Plate 1 ME-130-2" Bearing Cup 1 PH-364 Oil Seal CA-62-251 CRANKSHAFT ASSEMBLY (not illustrated) consisting of: 1 CA-622 Crankshaft 1 M71 ne 1 PSs Key 1 GASEA1 Gear 1ME-130. Beering ‘THE PART NUMBER OF THE CRANKCASE IS STAMPED ON THE FACE OF THE CASE ABOVE THE BEARING PLATE AT THE TAKE-OFF END fret] Pon Deserpn Ie [Mer] [re] Pan °. ace No.| Member essretion Req|Lb]Or| [Woe | _Nonbe ripen IRealub [os 740| 86-150 PLATE fr retcining tearing (outer... | 1 | 1| | [785] QD-6581 GASKET ‘or housing to cronkcon vty 761 | 06-151 PLATE fr cetaining tearing (ier)... | 1 | | 6 | |786 | s0.79 OIL. INSTRUCTION TAG.. nya 762 | 86.216 PLATE for catch eating 1 re7| so-izs INSTRUCTION PLATE fot 63] BH-127 COVER for Inspection opening 1] jie For clutch ogjustnent. 764 | HF-265-A SPACER for tect shat 1] | ¢| 788) vassa SHIFTER LEVER ije 765) HF-372-A SPACER for ball becring. 1 3) I | Vek SHIETER YOKE nya) 766 | HEB SPACER tor sitter yoke. a{ | 2] [me ]wassH TaKEore starr. 1| 6 10 TEASE aon lead hi i cate 791 |WA-61D SHIFTER SHAFT tfvae esto Lee hed at.) 72 WA93 CLUTCH SHAFT. tfe 767| L044 BREATHER . 2) | 4) 798 /we2soa CLUTCH ASSEMBLY fie 768) ME-76 BEARING ASSEMBLY (ure. sfuja ook Bg dal OFS 169 MEsToeI cub, Tlnken Nos 3828 a} he NOTE: See Rocksord tlvstration nd i MEvio-# Gone, Tinton No. 3878 raft Portals or chat porte, 771] me.77 BEARING ASSEMBLY tone i fis] (796) xo.142 SET SCREW tor claten are hb ijoa m MESTieI Copy “lnken No. 02820 roils i MECTI2 Gone, meen Nor 02897 ros 774) ME-N9 BALL BEARING for cistch shaft 1 8 STANDARD HARDWARE iit Derarrne No 208. 795 | PAZ NUT, 7/16%-20 ucead, texagon steel... | 4) 775] ME-I31-A BALL BEARING or inch abotspulot. 1 Forihousing to crankcase mounting 716) PA-279 DOWEL PIN or cover fo howsing 2) | 1/7) Ped LOCKWASHER, 5/164 Pontive aya 777| Pc-392 STUD for houring to crantoxae «| | 11 Iyer] ees LOCHWASHER, 2/16" Postive ala 778) PH.202 OIL. SEAL tr toto-tl shot. toe PerMtsing #5 crankcase moun. ichnaetes tes Go No. AST 798) PEAS ——LOCKWASHER, s/16¥ Externettverioce | t | 1 779] PHAU-A OIL SEAL for ster sat roo PS Chtch ave mao sot sore. 700] Px:a2 RETAINING RING tr ciuth hot ore) | 799 PHLA2 PLAIN WASHER, 2/910. 21706" || 781 | QD-S-A GASKET ior tmningretainerplte-inner | 1 Per cover to housing ousting. 742| 90.544 GASKET fr becingretiner plote-outer| 6 | 1 (000 /PHIO PLAIN WASHER, i/at Dx 1/16" |) 783] 00.572 GASKET or inapection hole coveriwnen | 1 "Gc! inepesiion Fale Sova Bator 704 90-619 __GASKET or cover to housing. Lo Site bering retainer pte Order ports from nearest SERVICE STATION shown in directory following ports list. IMPORTANT: Always give Model, Specification and Serial Numbers as shown on name plate, wp-s16 60INTERCHANGEABLE PARTS OF WW-75-A ETC. CLUTCH REDUCTION GEAR ASSEMBLIES FOR MODEL TH ENGINE fret] Port Ne, [Mes we Ino [Re we No.| Numer Regus [os] Reals [Or for] PLA? [KEY, ro. 19 Wooarutt, Pt 'SCREW, 1/0716 dead x 1" long, he For ertve gear aon hood. uf fa 02} PL.24 | Key, No. 29 Woodrutt rf fa For driven gear 1810] x0.30 [SCREW 3/016 thwed x 1-1/2* Lona, hexagon head i] fe 002) PLA7 | REY, No.8 Woodrutt rf fa or ahilter lever cmp. For eluteh rive hib. ant] xe44 SET ScREW, 5/1618 tireod x 5/6" 04 sa.se PLUG, 1-3/0" expansion. rf fa ong, ead : 1 For shifter shat hale Fr driven gear mounting 005] xA36 | SCREW, 1/4220 thwad x 3/4* Long, 112] xH26° TAPER PIN, No.4 x 1-2/8 long 2) fa round hed of [a For ahutter yore. or | xK2 PIPE PLUG, 1/4* square heat a) ja 206] XC-17 | SCREW, 5/16%18 tread x 3/4" Long, For ol level et ead al fa or inner bearing retainer plate. ora) xk PIPE PLUG, 1/2" savare hod a) |e ‘efor ot tier, 07, x07 SCREW, 1/4°-20 tread x 1* long, hax 2Hor clutch adjusting las. ‘agen head a] ia Fr clutch bearing retainer plate. 15 | XK PE PLUG, 1/2" Countersunk head 3) | 2 or ofl drain, ' 08) x0-15 | SCREW, 5/16%-18 tamed x 3/4" Long, freraqen hea 4) 1) [ane] xx77 STREET ELL, 172" pipe x 40° rf oja For euter booting totale plate or brecther mounting Order parts from nearest SERVICE STATION shown in directory following ports list. IMPORTANT: Always give Model, Specification and Serial Numbers az shown on name plate. 61ROCKFORD No. CLA-1721-1 CLUTCH ASSEMBLY WISCONSIN MOTOR PART No. WC-280-A ae 5 2 7 6 6 en % | \ o— 28 1 23 * 16 \ e277 24 — 2s \ / gs 71514 PS 4 12:10 WB 9 2 2 8 2 wv 18 0esA fre ou te Rectiod Ne Ne. 7 eseritien lee Part Number ea 1} eta [eturen nousine 1] Fir Peto — [eorren pin tort pine,1/1era3/ icon | © 2) ctaei2 | aowusruenr Lock | /10 | uctsze. |revease sieeve assewaty : a] chan —|scReW toraijstoer tock, 1/4920 teas x | | | 19 citi0 Retease soove : 4] cues WASHER for atustnen ick, /4Hbaceot | 1 : Reine Bering 2 hove n CESTTA tame hos trowss/terce 5 | UcLsam RIVE MEMBER ASSEMBLY. 1 heen ta/42 ony a 5 SU Giect facier evieann hos SobBy™"” | 2 | | aa €Lavea ADJUSTING RING m4 cLstey SPRING 3 | ucti.szze [pRessuRe PLATE oni LEVER ASSEMBLY. | 1 Cocinin ot 25 CLEME——|CLAMP SCREW, 3/6%-24 cead x 1/2" ton, % Se ‘ i eater in S| }26 etsy | mur, 37224 vend, ant bexozon 2 SEG oer ad Sicaint Pin) | [a7 eusan——scReW Lock 2 3 sore Gitergin, it™ e578" tong. | 3 | [28 PEASY | LOCKWASHER, 2/6" Postive 2 V4 ctr CONNECTING LINK ‘ 15 CLS1S3 LINK PIN ons 3 7) er 16) CLS152 LINK Pit ston 3 me P7564 Order parts from nearest SERVICE STATION shown in directory following parts list. IMPORTANT: Always give Model, Specification and Serial Numbers as shown on nome plate. 62FUEL STRAINER ASSEMBLIES LP-19, LP-19-A, LP-19-B, LP-19-C [Ret] Pert FUEL STRAINER (LARGE) Sout) Tilson Ne, Owens | hamid oe — 46 sett boat) Howson Nos eae fs oras cuss noe | | sur (eas ae | fs vanec LP.43 FUEL STRAINER (SMALL) NOTE: The LP-43 small fuel strainer is furnished by either the TILLOTSON or CRIPPEN Companies The strainers Wr nechunicce comets tna batoa te tens bois ent eas serena mcghegeele ee voice spc ‘602 | o7770 cover ry fal x 504 08322 REPAIR PARTS KIT | fal on cro newts Vave Aeesiyn-| | || TILLOTSON 606 07762 Screen 1 1 ven _ 2 = OPTIONAL — | 830 CRIPPEN FUEL STRAINER ASSEM- | au 610 | 100-4 BAIL ASSEMBLY. 1 2} a on|tonaras neeoce vawve aseuoer |] |] wegoue vate Ase | o cover sf fa} on 100-6-7-8-9 Needle Valve Assembly, 1 a) cerpPen a "Seton peor cae tf [al somse| (6 wen le Order parts from necrest SERVICE STATION shown in directory following ports list. IMPORTANT: Always give Model, Speciicotion ond Serial Nombers ox shown on rae pte, 63INSTRUCTIONS FOR MAINTENANCE WISCONSIN MOTOR PART NO. ENGINE MODELS USED ON LPR TH LPB ‘ACN, BRN, AENL LPa2.6 AGN ‘The fuel pump, like all other parts of the engine, d= sub- Jeet to weor and you will find that any time after 800 hours of use, its aifieiency will gradually decrease ‘This ie in dicated by the engines faltering at high speeds or when heavy loads are suddenly applied. The pump can easily be restored to sts normal efficiency by the installation of & Wiseonsin Motor No. LQ-28 digphragm kit. 1, Remove the fwel tines end the two mounting bolts which hold the pump to che engine, Take the pump 0 & Srork bench or suitable place 2, With file, make an indicating mark across @ point at the uusign of castings (II snd 12). This ix a positive loca ton of the fuel line positions when reassembling, Re rove four assembly screws (15) and remove fuel head 5. Tura head (12) over and remove one screw (16). Remove 40, 2, 6 and 5) valve assemblies, noting their post tons. ‘Discard the above parts (8, 6 and 5) 4. Cleon fuel head thoroughly with gasoline and a fine Holding fuel head, (12) with diaphragm surface (con- taining four elearance holes) up, reassemble the valve pring (2) and valve (6) Into the cavity from which they vere removed, Now place new gasket (5) in position and feassemble the valve retainer (10) into position and lock i by inserting and tightening the fue! pump valve retainer scrow (16). ene AND REPAIR OF FUEL PUMP 6, Place this fuel head assembly in « clean place and we ‘are peady to rebuild the lower diaphragm section. 7. Using a screw driver, inserted into the coils of rocker sri spring (12), remove this spring and save, 8. Holding the mounting bracket (11) in the left head with the rocker arm towerd the bedy and the thumb nail on| the end of the Link (9) with the heel of the right hand on the diaphragm (2) compress the diaphragm spring (4) at the same time, turning in @ clockwise position 90 ‘This will unhook the diaphragm from the Link (9) 0 i can be removed. 9. Clean the mounting bracket (L1) with gasoline end fine wire brush 10, Replace the new diaphragm operating spring (4), stand: ing it into casting (Il). Repeat in reverse step eight, lasing the new diaphragm. Replace rocker arm spring removed in step seven. 11, Mount this assembly back on the engine in the position from which it was removed, using the new mouating gasket which is the last piece of the repair kit. 12, Crank the engine over to @ position where the gia phragm (2) is laying flat on the mounting bracket (11) Place the fuel hesd (12) back in position to that the indicating, marks of step one ere in line, aad st! tie four assembly serews approximately theee turns. Again, crank the engine over to a position where the diaphragss {@)is pulled down into (11) mounting bracket and tight fon the four assembly screws (15) tightly 13, Connect the fuel lines and you have @ completely re built fuel pump. NOTE: The 0.28 Diapheoge Kit and the pris included therein vehich are ienttied by on aoteriee (7), are the only para Ret Ye Ne Descrition Roe 1 | ROCKER ARM +2] oiapHracn va] vatve spring. a +4] piapHRace sPrinc 1 +5| vatve casket 1 +6 | vatve a 7| ROCKER ARM PIN 1 | SPRING CLIP for rocker orn 1 9 | Linkace 1 10 | VALVE PLATE an SEATS 1 11 | MOUNTING RACKET : ‘ 12 | Head 1 13 | ROCKER ARM SPRING t 15 | ASSEM. SCREW and LOCKWASHER ‘ 16 | VALVE PLATE SCREW ond LOCKWASHER 1 + | MOUNTING FLANGE GASKET (rot itlstested) 1 Order parts from nearest SERVICE STATION shown in directory following parts list. IMPORTANT: Always give Model, Specification ond Serial Numbers as shown on name plate. e.324.2 64SK-1091- YC.66.S2 HIGH TEMPERATURE FLYWHEEL ROTATING SCREEN FOR MODEL_TH ENGINE SAFETY SWITCH KIT 874 878 288 WIRE Rea Sy ale GOMMECT To. COU (+ TERM: ‘ROUND (Pax of standard engine) Consisting ot Ino [er wi) Rot] Pon Desc enya eet] Descrition FLYWHEEL, in place of snd fy YC-t652 HIGH TEMPERATURE SAFETY | Set (foe manual storing 1 foe SWITCH KIT ~ Conpie |e FLYWHEEL ASSEMBLY {lr eiecisc Consetng of start 28 | Jane) PHLI7-A | PLAIN WASHER, 5716"1.0. x 5/0" Conseting of Ob. x I/i6" mic, ees! rte eis sevesiet). 1 | | as) sb.232 INSTRUCTION DECAL. fe 1 CAPSCREW, 5/1618 thread «241009, 1 75 |SE-201-52 ROTATING SCREEN ASSEMBLY ria, | [ass] Xoo | ce sconenae oon ers pad osha 21 |a7| yo-e6 HIGH TEMPERATURE SAFETY 7 Pi426 Grommet, Moa tater i fs SEOI-F Screen (not ooviced With Nos 92 nat lockwasher & seacer. sermately)= “ v= i Co XA104 LokThrea ecrews 31) |ags| yu13s WIRE ASSEMBLY, no. 82 cob, 2¢*4ona) 1) | 1 179 |UC-75.51 STARTING CRANK NUT ASSEMBLY... 11 ‘wien ermine Order parts from nearest SERVICE STATION shown in directory following parts list. IMPORTANT: Always give Model, Specification and Serial Numbers as shown on name plate. 6 p-1066ZENITH 68-7 SERIES CARBURETOR FOR WISCONSIN MOTOR CORPORATION The Zenith 68-7 Series carburetor is of an up- draft single ventusi design with a 1” S.A.E. bamel size and a 7/8" S.A.E. flange. The carburetors are made with selective fuel inlet, and with or without a main jet adjustment. ‘These carburetors are “balanced” and “sealed”, and the semi-concentric fuel bowl allows operation to quite extreme angles without flooding or star ing, This design makes them particularly adapt- able to smatier fam tractors and a great variety of agricultural machines and industrial units. FUEL SUPPLY SYSTEM The fuel supply system is made up of the thread- ed fuel intet, the fuel valve seat, fuel valve nee dle, float and fuel bowl, as illustrated in Fig. 1. The fuel supply line is connected to the thread- ed inlet. The fuel travels through the fuel valve seat and passes around the fuel valve and into the fuel bowl. The level of the fuel in the fuel cham- ber is cegulated by the float through its control of the fuel valve, The fuel valve does not open and close altemately but assumes an opening, regulat- ed by the flost, sufficient to maintain a proper level in the fuel chamber equal to the demand of the engine according to its speed and load, ‘The inside bow! vent as illustrated by the pas- sage originating in the air intake and continuing through to the fuel bowl, is a method of venting the fuel bowl to maintain proper ait fel mixtures even though the air cleaner may become restricted. This balancing is frequently referred to as an “inside bowl vent”. IDLE SYSTEM ‘The idle system as shown in Fig. 2, consists of two idle discharge holes, idle ait passage, idle ad- justing needle, idle jet, and fuel pick-up passage. The fuel for idle is supplied through the main jet to a well directly below the main discharge jet. The pick-up passage is connected to this well by a restricted drilling at the bottom of this passage. ‘The fuel travels through this channel to the idle jet calibration. The air for the idle mixture origi- nates back of (or from behind) the main ventuti. The position of the idle adjusting needle in this passage controls the suction on the idle jet and thereby the idle mixture. Tuming the needle in closer fo its seat tesults in a greater suction with a smaller amount of air and therefore a richer mix ture, Tuming the needle out away from its seat in- cteases the amount of ait and reduces the suction, and a leaner mixture is delivered, The fuel is nate Tiare are ‘he Pon Figue?atomized and mixed with the air in the passage leading to the discharge holes and enters the air stream at this point. HIGH SPEED SYSTEM The high speed system, Fig. 3, controls the fuel mixture at part throttle speeds and at wide open throttle. This system consists of a venturi, control- ling the maximum volume of air admitted into the engine; the main jet, which regulates the flow of fuel from the float chamber to the main dischame jet; the well vent, which maintains aniform mixture ratio under changing suction and engine speeds; and a main discharge jet, which delivers the fuel into the air stream. The main jet controls the fuel delivery during the part throttle range from about one-quarter to full throttle opening. To maintain 2 proper mixture ratio a small amount of ait is admitted through the well vent into the discharge jet through the air bleed holes in the discharge jet at a point below the level of fuel in the metering well. The passage of fuel through the high speed sys- tem is not a complicated process. The fuel flows Figure 3 from the fuel chamber through the main jet and into the main discharge jet where it is mixed with air admitted by the well vent, and the air-fuel mixtuce is then discharged into the ait strevm of the catbu- retor. CHOKE SYSTEM ‘The choke system as illustrated in Fig. 4, con- sists of a valve mounted on a shaft iocated in the air entrance and operated extemally by a lever mounted on the shaft. The choke valve is used to restrict the air entering the carburetor. This in- creases the suction on the jets when starting the engine. The choke valve is of a “semi-automatic” type, having a poppet valve incorporated in its de- Sign, which is controlled by @ spting. ‘The poppet valve opens automatically when the engine starts and admits ait to avoid over-choking or flooding of the engine. ‘The mixture required for starting is considerably richer than that needed to develop power at normal temperatures. As the en~ gine fires and speed and suction are increased, the mixture ratio must be rapidly reduced, This change is accomplished through adjustment of the choke valve and the automatic opening of the poppet valve to admit moze air when the engine fires. Hone system Figure 4PARTS LIST FOR MODEL 68-7 ZENITH CARBURETOR Parts are identified by reference aunber, See parts list for correct part number. 3PARTS LIST FOR MODEL 68-7 ZENITH CARBURETORPARTS LIST FOR ZENITH HODEL 68-7 CARBURETOR CARBURETOR ZENITH WISCONSIN REF. Wi ASSEMBLY No, PART Ni 1 12098 Lea 2 r2iaec Cea a aise Cee i 21994 Cee 3 Wz23sa Cas 6 T2364 Cen 7 T2340 Cex CARBURETOR ZENITH ——_¥ISCONSIN REF. No. ASSEMBLY Ms, PART Ni 8 za09c Leta 9 wars Cen 0 1aaae Uea.0 " 12489 Ce ALL PARTS ARE INTERCHANGEABLE FOR CARBURETORS LISTED ABOVE EXCEPT WHERE HOTED. ZENITH feet] zene Port Number Description Noe | Por Number Description clai4s + |GASKET-FLANGE a2 | tese7 — [screw-Lever swiveritort.3.:.6,9,10,10| 1 qatsas.a + |scReN-THROTTLE PLATE 2) |i [er — |Serinc-cnoxe Leven RETURN 1 Carte |PUATE-THROTTLE flor 1, 2.9,10,10) : lor 13,5,5,9, 16,1 G21.205 — |PLATE-THROTTLE (or 4,5,6,7.8,9) 1 | fae ISCREWBRACKET CLIP for, 9,5,6,9,10.0) 1 aleniay —_|serinc-iove neeue 35 CLIP-BRACKET TUBE for 1.9,5.6,9,10,10)| 5 |cass + |NeeoLE-tove aosustine 36 RUTACLIP SCREW flor 09.5608 0,11) | é leoD¥-THROTTLE (wor serviceane, 7 +|WASHER-CHOKE SHAFT PACKING 1 Purchase compete carbretor) 38 DISC=INTAKE DRAINGor!.2.9,4,5.0,9.80) | 1 zferas |e PLuG—FUEL INLET RAH. 3] crorao — |PLate-cHOKE tort, 9.4.5.9,7.09, 10,10) aferss + |searTHROTTLE SHAFT 2 101-83 | PLATEWCHOKE ior 2) with sonnet waive i 9 |crs2s7 + |RETAINER-SHAFT SEAL 2 | | 40| ra1505.9 + |screws-cHoxe pLaTE 2 xo leress [rarer Pin-stor Lever i | | ar | crar-tat +] PLuc-sHarT HOLE tir t2,5,0,0, 10,11. | 1 11 [erari6a |LEVER-THROTTLE & STOP ter 1.) 1 | | 42 | 15648" f+] wASHER-OISCHARGE JET (FIBRE) 1 627-201 |LEVER-THROTTLE & STOP (or 21 t | | 4 | castte00"| ser—piscHarce tier 3.10 cha7219 |LEVER-THROTTLE & STOP (ior s.s,0.7.0 | | ($66.114.50*| JET-DISCHARGE {lor 3,10) 1 27-301 |LEVER-THROTTLE & STOP (or 6) 1 {$46.114-40*| JET “DISCHARGE {ir 45,6, 7,631 1 Raia [LEVER THROTTLE STOP (ior 10,1), 1 é6-11445 *|JET-DISCHARGE {lor 2) i v2 |Tase-12 |SCREW-THROTTLE STOP Gor 1..3,4.5,5, a4 | crraei2 + |set-weee VENT {ter 1.11 1 70,31 1 77-18:17 +) JETWELL VENT (or 45.6,7. 8,9) rase.10 — |SCREM-THROTTLE STOP tio 10,1 i 7763 +|JET=WELL VENT (or 2) ta [Capa [SHAFT & LEVER-THROT TLE (ior : 77-1822 */JET-WELL VENT {or 3,10) eludes Ret Nos, 10,11, 12,48) 4s | 530.7018 | VENTURI ior 13,3011 1 cave [SHAFT & LEVER-THROTTLE ors..6,7.9). | 1 B98-717 | VENTURI (le 6508,7, 8,9) 1 29-1901 [SHAFT & LEVER-THROTTLE (i= 2) H B36-7619 | VENTURI (or 2 u lesser + [ser-tLe 1 | | asf csszea” | Tube-toce FILLER i 15 |erzaa + /axte FLOAT 47/09.73— [BUSHING-THROTTLE SHAFT 2 Ye {eesias | |FLoaT 1 | | 48 | c2s.ers | sHaRT-THROTTEE or 12 3.4.5,6.7, 17 |15620 f|WASHER-FUEL VALVE SEAT (Fibre) ice 1) 3.9) \ 156701 |WASHER-FUEL VALVE SEAT {for 202,55, cxsa00 | SHAR T-THROTTLE itor 10,1. 1 7.8,9,10, 10) t | 49] ct0s2 — |LevER-CHOKE ior 1.3.5, 5,9, 10,11 1 te | corzas *|VALVE 8 SEAT-FUEL (or 1). (Gnctudes Ref, Mo. 32, 01.50.35 */VALVE & SEAT-FUEL tor 2,9,4,5,6, 8,9, 106.100 | LEVER-CHOKE (lor 2.5, 7.4) 1 to, 11) 1 | | so] t2ase” |NuT-cHoKe SHAFT (ior 9.5.0.3, 10,10 | 1 1s |cvs2se ++ loaskeT-sowt To soy 1 | | st | tas: LOCKWASHER-CHOKE SHAFT NUT 1 20 [3.12181 [BOWL-EUEL tir 1) (includes Ret Nox. 27,37, 52 | c108.269 [SHAFT & LEVER-CHOKE (lor «7 8 1 3e41, 45) : €108-263.1. | SHAFT & LEVER-CHOKE (or 2) 1 9.12141 |BOWL-FUEL tior 3.3.5.9) t | |s3| crane |pin-cHOKe LEVER (ir 2.4.7.8 1 8212103 |BOWL-FUEL {ior 2,4, 7, 8) 1 | |selerar — [apvustwenr-mAINJET fcr 245,03) 0 | 1 3.1216) |BOWL-FUEL tir 10) 2 | |= | cassaap.te2 LEVER-THROTTLE CLAMP (ior 0,1) | eaciaiFal |BOWL-FUEL (ior 1 | |= | testo9”” /scRew-THROFTLE LEVER CLAMPtort0.11) | 2 [tan ze |PLUG WAM JET Passace (ar 3.70000) |) | [Tepeto |SEREW CLAMP LEVER SWIVEL or f10).) 22 |ts62t_ ft [WASHER PASSAGE PLUG (FIBRE 1 23 Jeszz-is |deT-MAIN (er 6,7 1 | |= ]otetaae |arr—casker : 652.722 |JeT-MAIN tir 109,10, 10 ry de KIT-REPAIR PARTS 1 €52.7.26 | JET=MAIN ior 45,0, €52.733 | JET=MAIN (ir 2) 24 [15626 t+ |WASHER-MAIN JET (FIORE). t 25 |1301510:10* |SCREWS-BOWL To BODY ASSEMBLY 4 26 |crav3_ |PLUG-B0mL DRAIN 1 37 |lat-4x2_*/RETAINER-SHAFT PACKING t 28 clordoc [BRACKET-CHOKE (tor 1,3, 5,6, 910,11 1 + PARTS IN REPAIR KIT netudes Ret. Now. 34, 95,30) 30 cost |scRENS-CHOKE BRACKET ASSEMBLY 2 PARTS IN GASKET SET 21 €105.286 _|sHAFT=CHORE ior 1,9,5,6,9, 10.1 ** Specity Corburotor Assently Nomber, ZENYTH CARBURETOR DIVISION 696 HART AVENUE, DETROIT 14, MICHIGAN Manufacturers of Zenith Carburetors and Filters Printed by murs 4 WistMotorCom.WICO MODEL XH-2D MAGNETO WICO No. XH-1961C (Replaces XH-1961), WIS. No. Y-67, FOR MODELS TE and TF ENGINE WICO No, XH-2531 (Replaces XH-1961C), WIS. No. Y-67-A, FOR MODELS TE, TF, TH ENGINE INSTRUCTIONS TIMING ‘The magneto is properly timed to the engine at the factory, If it becomes necessary to retime the mag- neto to the engine, refer to the diagram and instuc- tions in the engine instruction book. LUBRICATION ‘The only lubricating point in the magneto is the cam wiper felt (Ref. No. 17). This felt, which lubricates the breaker arm at point of contact with the cam, should be replaced whenever it is necessary to re- place the breaker contacts. IMPORTANT Incorrectly adjusted spark plug gaps cause magneto failure more frequently than any other condition. Spark plugs should be inspected at frequent intervals, the size of the gap should be carefully checked and adjusted and the plugs thoroughly cleaned, All oil, grease, and dirt should frequently be wiped off the magneto, lead wires, and spark plug insula- tees, Keeping these parts clean and the spark plugs properly adjusted will improve the engine perform- ance and at the same time will prolong the life of the magneto. MAGNETO COVER The magneto cover (Ref. No. 53) can be removed by loosening the four screws (Ref. No. 33) which hold it in place. When replacing the cover be sure that the cover gasket (Ref. Na. 32) is in its proper place. BREAKER CONTACTS ~ REPLACEMENT AND ADJUSTMENT The breaker contacts should be adjusted to .015* when fully opened. To adjust the contacts, loosen the two clamp screws (Ref. No.37) enough so that the contact plate can be moved, Insert the end of a small serew driver inthe adjusting slot end open or close the contacts by moving the plate until the opening is .015*, measuring with a feeler gauge of that thickness, tighten the two clamp ‘To replace the contacts, remove the breaker spring clamp screw (Ref. No. 40), the breaker arm lock (Ref No. 16) and washer (Ref, No, 12). Then lift the breake ce arm from its pivot. Remove the aligning washer, S717, and the two fixed contact clanp screws (Ref. No. 37). The breaker plate can then be removed, If the contacts need replacing it is recommended that both the fixedcontact and the breaker arm be replaced at the same time, using replacement breaker set XS996 (Ref. No. 39). After assembly, the contacts should be adjusted as described above. The contacts should be kept clean at all times. Lacquer thinner is an ideal cleaner for is purpose. Use WICO tool S-5449, to adjust the alignment of the contacts so that both surfaces meet squarely. CONDENSER To remove the condenser (Ref. No. 31), first discon rect the condenser lead by removing the breaker arm spring screw (Ref, No, 40), then remove the two con- denser clamp screws (Ref. No, 19) and the condenser clamp (Ref. No.28). When replacing the condenser make sure it is properly placed and that the clamp screws are securely tightened, COIL AND COIL CORE The coil and coil core must be removed from the mag- neto housing as 9 unit. Disconnect the primary wire from the breaker arm spring terminal by removing screw (Ref. No, 40), take out the two coil core clamp screws (Ref. No.20) and remove the clamps (Ref. No.35). ‘The coil and core can then be pulled from the housing. When replacing this group make sure that the bare primary wite is connected under the core clamp screw and that the insulated wire is con- nected to the breaker arm spring terminal, REMOVAL OF COIL FROM CORE The coil (Ref. No. 50) is held tight on the core (Ref. No, 27) by two wedges, 10383, Tt will be necessary to press against the coil core with considerable fore to remove it from the coil. The coil should be sup- ported in such a way that there is no danger of the primary of the coil being pushed out of the secondary. When replacing the coil on the coil core, slide it on then press in the two coil wedges, one on each end, until they are flush with the primary of the coil. WICO ELECTRIC COMPANY west sprincrieLo, MASSACHUSETTS, U.S.A. 1 M24, 2PogeeWICO MODEL XH-2D MAGNETO WICO SPEC. No. XH-1961C (Replaces XH-1961), WISCONSIN MOTOR No. Y-67 WICO SPEC. No. XH-2531 (Replaces XH-1961C), WISCONSIN MOTOR No. ¥.67-A a 27 32 26 at or Se 22202) 25 3642 30 33 Now. XH: 2531, KH-IB6IC ond XH-1961 on interchongeoble except where noted. {32 | sare 32 | ser. F Y7S69 Rotor con be used in place af Y7054, but new Condenser KGFIS and Clone $924 must gine be vied, CONDENSER ASSEMBLY (3 COVER GASKET COVER SCREW DRIVE GEAR Wie. Motor Nor tons he wrztes, We] [Ree Description Rak Deseriotion 5 INSULATING WASHER for cn sa 2 | fae STOP BUTTON GROUP INSULATING WASHER for round stat 1 | /as COWL CORE CLAMP 2 SPACING WASHER or diver timoe : ALIGNING WASHER for testor point : LOCKWASHER for orouns so ais GROUND CONNECTION UNIT tincios fet TRIP ARM ' Note 4045 hip 14, 19.8 38) DRIVE SPRING ae | x8757 | GROUND Led GRouP WASHER tor sound sad tot 37 $900 | CLAMP SCREW fr tines contact (Sons) 2 SPACING WASHER for rive 0 3a 5926 [BALL BEARING SHIELD i Drive CUP 1 | |a9 | x5996 |eReaxer conracr ser ' DRIVEN FLANGE SPACER 40 | 6017 [CLAMP SCREW for beaker spins : DRIVE SPRING RETAINER 1 | | 4: | xer09 [MAIN HOUSING REPLACEMENT ASSEMBLY. | > PIVOT WASHER for toakor or 2 | a | 699 Jon sexu NUT for opt std on 2 | |43 | e208 foi stincer i INSULATING LOCK for groune ted 2 | 4a | aze |iapuLse Lock wine GROUND stuE | [45 | e425 | Trust waste BREAKER ARM LOCK * | x6tas |IWPULSE LOCK NUT KIT NUT (or ilae set scr (ieee. Nos Ay 45, a Caw WIPER FELT 46 | 463. | CLAMP SCREW ior inouise stp isonet ‘ NAME PLATE SCREW 1 | ess | BREAKER ARM FELT i CLAMP SCREW tor condorace (son) Va | Jas | esas | teip amu sprinc 1 CLAMP SCREW for coll cor Sere) 2 | |49 | x65a6 [DRIVEN FLANGE GROUP RETAINING RING for roar basing 1 | | 50 | xi1600 /con ckour |RoTOR BEARING 1 | [st | ean [con Contact spRinc : IMPULSE SPACER. - | [32 | v7se9 |RoTOR cxitrscrcy [GASKET dor rules otc 1 |-f | y70se |Rovor cxiciasiy d |SPACER ior henna cocearoue 1 | [ss | xmas. | cover untr | BEARING CAGE GROUP: | | * [x72 IMPULSE COUPLING UNIT Gnciuses fain | Oi CORE GROUP : 556596 9,104 Us a8, 48, 88) 6 4 | CONDENSER CLAMP ixiciosic ad xieasstl, | || * | as11 | IMPULSE SET ScReW | CONDENSER CLAMP (xi {| 54 | x8555 | IMPULSE STOP GRouP ' BEARING CAGE 1 | 55 a7 | Wane PLATE BUSHING fo breaker plate * | 10407 | ALIGNING WASHER tor breaker point th [CONDENSER ASSEMBLY (xHiel9eic & xHba5H1) 36 DRIVE GEAR this eter Hor GD-99C-1 ot es TFWICO MODEL XH-2D MAGNETO WICO SPEC. No. XH-1961C (Replaces XH-1961), WISCONSIN MOTOR No. Y-67 WICO SPEC. No. X¥-2531 (Replaces XH-1961C), WISCONSIN MOTOR No. ¥-67-A al 2732 \ 1961 ion Re] Ft] oe Desciptice EI SULATING WASHER tr grand ra > xseaa | S10? BUTTON GROUP INSULATING WASHER for ound sad ; Sea [cow cone cLane SPACING WASHER or eter tee, | [75 | Sz [attenine washer tricot os : LOEKWASHER tor grunt stu 2] | + | kero. [Grouno connection UMiY tinclusce Ret thir ana Now naes inlets 6 28 : ppive sPnin : 1 | [26 | xsrs7 |exouno exo cxour MASHER tr ound stad (tcl 1 [| 8 | Sooo” [ECAP sckew sees cont ems) : SPACING WASHER for soe cus. : |] 20) Sree [Sate seanmo suieco rive cuP 3 | xem [eneaxer covracr set i ORIVEN FLANGE SPACER. | 40 | 6017 | CLAMP SCREW for breaker spring 1 Onive SPRING RETAINER | Xeley | wait nOUSING REPLACEMENT ABSEMBLY PIVOT WASHER isc eset 1 | fa | five” |on'sean i NUT tr oun sta 2 || jane ow scmoee 1 INSULATING LOCK fo guand ata ft | doe [ meuese Lock ane exovno suo 2/45 | as | timusr washes 1 BREAKER ARw LOCK || | keaas. |tueutse voce Nur Kit Chu mPER FELT 1 | Ja | as [etn Sem ic invite tp ons : AME PLATE SCREW 2 SReAKeR afm FELT : CLAMP SCREW tor sondeaer nna 2 hip AR SPRING : ' CLAMP ScREW fr cot co ono) 2 DRIVEN FLANGE GROUP a RETAINING RING for our bang : coi cxour ‘| Rotor beanne & | sanz” | Cou contact shane 1 InapuLse seacer 1 | (52 | vase |Roron eons [GASKET for impulse stop. 1 1 | ¥7054 [ROTOR (xHt-19611 |seacen tor eamng coe ston 1} ap | xmas (Cover unit teaninc CAGE GROUP 1/7 | xnaa (IMeutse Courtine Unit incicsce nau"! | col. cone ckour ' Swe 68s 810 ett 8 de 8 48 : CONDENSER champ fusiasic aarivmsons ||| * wupucce sey sckew i CONDENSER CLaMP [xi los) tf se IMPULSE STOP GROUP t BEARING CAGE 33 [ara |nane rare ‘| Justine tor wear ine 1] | otoy [atten wasn to tcoter paint un) one | 1 EOnDEMGER Asseuty tciosic a xnaaiy | 1 | se DRIVE GEAR wis ustrtinaDovcinee Vet | CONDENSER sSSeMBLy (ott) t DRIVE SEAR Wiescrsneepaoaie Bi ft COVER GASKET ... 1 | Jcover Scatw ‘ + Nor sate | $7569 Rotor can be used in place of Y7O56, but nam Condenser KEPIS ond Clamp 6924 must also’ be vec: 2 mya, 2 PagesFAIRBANKS-MORSE MAGNETO DIVISION BELOIT, WISCONSIN Instruction 3130 July1959 Types FM-X1-2B7-1 and FM-PE1-2B7C-1 Magnetos FOR WISCONSIN MOTOR CORPORATION SERVICE AND ADJUSTMENT GENERAL DESCRIPTION ‘Types FM-XI-287-1 and FM-PEL-2B7C-1 magnetos are adapted to Models TE, TF, THand MTD engines manu factured by Wisconsin Motor Corporation. Both magnetor re of the same special design in that neither has a dis. Tmibutor, bud instead each provides two sparks simultane: ously every 360° of rekation, Both magnetos are flange mounted, clockwise in rotation, snd each hes a leg angle of 20° provided by & special impulse coupling, Type FUbX1.2B7-1 is used in standard applications, while the Type FMPEL-IBIC-L is @ radio-shielded unit used in applications requiring & completely radio-shielded ignition SERVIGE PROCEDURE improper functioning of the magneto Delieved to be the caune of engine difficulty a from other sources, such a8 2 Tlaoded carbureto fuifieient (uel oF air, loose ignition conection: oF a defective spark plug. A brief engine inspection will often locate the trouble before the magneto is Feached, and prevent maladjustment of parte in good Condition. ‘Thee magnetos should be opened only when it ig certain that the ignition spark produced Tr unsatiafactory, ‘Thre condition may be determined By ignition «park teats which are caaiiy mage im the TESTING THE IGNITION SPARK With a properly adjusted spark plug in good condi- Hon, the ignition spark ehoslde strong enough to beidge a thort gap inadditicn to the actual apark plug discharge This may be determined by holding the end of the ignition, cable not more than 1/8 in, away from the epark. plug terminal while the engine is Tanning. ‘The engine should File Section - Type FM-X Printed in USA By Wis. Motor Corps INFORMATION not misfire when thie ie done, However, ignition tests made while any part (the eyetem is wet are ueeles TESTING THE MAGNETO SPARK With the engine stopped, disconnect one of the igni- ton seizes from the spark plug terminal and hold the end of the wire about 1/Bin. away from the apark plug termi- tal. Slowly turn the engine over one complete revolution land watch Carefully for the aparkdiacharge which whould eceur once during the eycle at the inatant the impulae coupling relesses. Replace the ignition wire onto the spark plug terminal and repeat the teat with the other Wire. ‘Ifa strong epark ie observed when each wire te tented, it ie recommended that the magneto be eliminated ae the source of sifficulty. Ino spark oecure, the igni= lon ewiteh shouldbe examined to make certain it has not accidentally become closed. SERVICING BREAKER POINTS Remove the magneto end cap and inepect the breaker pointe for evidence of pitting oF pyramiding. A email fungeten file oF Tine stone ehould be used to reauriace the pointe. Badly worn or pitted pointe should be re- placed, If ss necessary to resurface or replace the Breaker points, \twill sina be necessary to adjust them to their proper clearance which ia €-015 in, at full aep- On the Type FM-X1-2B7-1 magneton, the adjuat— ment of the breaker points ie made in the following Manner: Loosen alightly the two contact aupport Locking screws, identified in Fig, 1, Thess with the pointe at full separation, move the contact support until the proper breaker point clearance in obtained. This is accom= plished by means of a screwdriver inserted in the slot Ar the bottom of the contact upport and pivoted between the two small bosses on the bearing support. Lock the assembly in place by tightening the locking screws, and Instruction 3130 July1959 wy2 Instruction 3130 Fig. 1. End View of Type FM-X1-2B7-1 Magnetos take 4 final measurement of the breaker point gap after the locking screws are Ughtened ‘On the Type FM-PEL-2B7C-1 magneton, the adjust- ment of the breaker points is made in the following man her! Loosen the two contact aupport locking acrews and spread the breaker pointe apart, Set a feeler gauge at 01015 in. and insert between the pointe. Move the pointe together, tighten the locking screw and remove the feeler Recheck the breaker point clearance after the lock~ ing screws have been tightened FURTHER FIELD SERVICE NOT RECOMMENDED The eam felt wick, if dry oF hard, should be re- placed by a new factory-impregnated wick. Other than thie, Types FM-X1-287-1 and FM-PEL-2B7C-1 mag- netoe do not require field lubrication and any attempt to Oil orgresse the bearings t# inadvisable. The lubricants should be renewed only during a complete overhaul of the magneto by a Factory-Authorized Magneto Service Station. Coil and condenser replacements, while sim= ple, are not recommended unte ae test equipment i Available, Under no circumstances should any attempt bbe made to remove the magnetic rotor from the {frame fae Iie locked ina special thrust bearing, and specific instructions must be carefully followed in releawing the shalt SEALING MAGNETO Before replacing the end cap on the magneto frame of the Type FM-XI-287-1 magneto, clean the contact surfaces between the cap and the frame. Then coat the end cap contact surface with Fairbanks -Moree FMCOZ Gasket Varnish, place a new cork gasket in the joint, mount the end cap on the frame, and tighten the four ‘TEST STAND PROCEDURE When testing 2 two spark magdeto on a test stand, the type of coil and the magnetic rotor must be consid ered) due (o variation in performance. If an old style FM-X1-2B7 magneto s# to be tested, of any {wo-spark magneto other than the newest model fitted with molded coil Q2477C and rotor FVZE80, teat one high tension outlet at a 0.281 in, spark gap and the other at a0. 040, in. spark gap, This ia necessary because of the great difference in preaaure within the engine cylinder between the compression and the exhauat strokes, Run the mage eto for several minutes at speeds ranging from mini ‘mum (to teat the impulee spark) tos maximum of 1000 rpm. Then reverse the high tension lead wires and re~ TYPES FM-X1-2B7-1 AND FM-PE1-2B7G-1 MAGNETOS Fig. 2, End View of Type FM-PEI-2B7G-1 Magnetos peat the teat as before, If the magneto sparks well dur {ng both teeta at this range of speeds, it will also perform, Gtisfactorily at the high speeds at which st will operate When testing the latest style two-spark magneio, which haw a Q2477G molded coil and a FYZ480 magnetic rotor, tent both high tenion outlets for several minutes at a0 261 in, epark gap at speeds ranging from mini mum to 1000 rpm. No reversal of wires is necessary. When teeting the Latest two-spark magneto which haa a QT2477C molded cos! and a XS2480 magnetic rotor line the aame tent procedure aa outlined in the preceding paragraph, TIMING MAGNETO TO ENGINE When timing the magneto to the engine, it ie our recommendation that the inatructions furnished by the engine manufacturer be followed to correctly time the engine before attaching the magneto. After this has been Accomplished, wet the magneto for apark discharge by taming the magnetic rotor in the direction of normal ro tation until the impalae coupling releases COUPLING MAGNETO TO ENGINE Without diaturbing the aetting of either magneto or engine, couple the magneto to the engine by meshing the teeth of the coupling gear on the magneto to those of the engine érive gear. A alight movement of the flywheel may be necessary to aecure accurate alignment IMPULSE COUPLING ‘The smpulne coupling i# used to facilitate starting of the engine by automatically retarding the ignition spare during the atarting operation and at the same time pro ducing an intense, hot spark which otherwise would be impossible at low engine speeds. By means of the device the rotor ofthe magneto is prevented from turning during the carting operation untilthe piaton in the engine is a= proximately at top dead center, At thie instant che rotar ts snapped forward at high speed, producing an intena spark which ia automatically retarded to prevent back Elning. The impulae feature disengages a s00n a8 the sngine deveiopn apect after which the coupling se=ven MAGNETO SERVIGE FACILITIES Authorized Magneto Service Stations, located throughout the United Staten and foreign countries, have been carefully selected by Fairbanks, Morae Co. to anrure efficient repair and inepection service to owners of Pairbanke-Morne magneton. Refer to FM-18E.Page 3 TYPES FM-X1.287-1 AND EM-PE1.287¢-1 MAGNETOS Instruction 3150 060328 By2430 7 koas7a 860308 024776 608 ceo —— | |02514, pees fsb fy ae 83967 —_ _poses! k agen 2 u24998-2-f/ 4 I Zig sces2n\ f a 2 f 88 - azsesr_|'| —sxveass } a TIE 31 J | HWesr0 | rears Pes asskon? [erase csbes Heao8 | jw2563 Fveaso coved NO vase baesoee n2asta (warrae) REPAIR CHART FOR FM-X1-2B7-1 MAGNETOS ‘. ° eves E \ i ays63 92898 = a pe Sis Q \ i g oor ae | °. a vm ° f° ; mm PL Frasacs| | | hae este “~ess6a / \ | Az5987 | Me aersse’ cosa) | adasec | | 568 Osa ‘24980 REPAIR CHART FOR FM-PEI-2B7C-1 MAGNETOSInstruction 3130 ‘TYPES EM-X1-2B7-1 AND FM-PE1-2B7G-1 MAGNETOS order by Part Hor Brak PakIOA yos100 Lvet33 sxr2i33 Bow nougra gaugra 6560 eee ssu seo ous Deuss aut gure erotic Sussicn issugo v8 s2u924 aaWgec niger feusen 85x nog neug8 seuss L99 costae asia pesab 82510 Lesite Paste siti es ext wr2963 223630 565 n568 52568 w5T0 R5t2 e213 A738 188 12768 386 33967 cir west prin 566, a] DsgugA 59500 225957 63968 33969 2608 e018 6030 st. céo3e8 = Name Plate Folerum Pin Snap Ring Ground Sviven Shap Ring Rotor Drive Bod Bearing Snap Ring Rotor Drive Sot Share Snap Ring Housing Housing Bnd’ Cap Bat Condenser Condenser - Bracket in "S" poettion Condenser ousting Sire - He 3oxd Breaker Are, Support Bracket anc Points Breaker Arm, Support Bracket and Pointe Breaker Arm Tersinal Screw and Lockwasher - #6-32x4 Contest Support Locking Serev and Lociwaener 46-3233 Contact Support Locking Serev and Lociwmsner #B.32%5/16 Contact Support Licking Serev ani Locswacher ~ 8-248 Ground Switen Bushing Contact Support Locking Serew Fie igh Tenaton Cable Ostiet eat Gold Bridge Setscrew - 5/26 Magnetic Rotor Manette Rotor Rotor Drive snd Seni Outer Washer Rotor Drive fd Seal Inner Washer Grease Retaining Masher - Inner Bearing Retaining Washer Bearing Retainer Screw = #8-3235/16 Bearing Support Grease Retaining Masher - Oster Bed Cep to Housing Cacket End Cap to Houeing Casket Petmary Terminal Wire Arsesbly Ground Seiten Sprine Sroune Grouné Switen Complete - Lever Type Ground Sviten Complete - Push Button Type Ground Suiten Sere Ground Sviten Serew Lockimeher Ground Swseen nue Couphing Hab Aesenby Tepulee Coupling Compiete Emulee Coupling Drive Sortng mpalre Coupling Pav Stop Pin Hepulee Coupling Pael Stop Pin = Iepulee Coupling Hut Impulbe Coupling Bushing Rotor Bearing Shim = as Needed Ground Switen nue Screw = #10-2l8 Mester = #6 wd (Cam Wick end Holder Breaker Arm Hick Rotor Drive Bot Seal Cott Lead Spring Ground Steen Bushing Rotor Drive Bod Bearing Rotor cam fxd Searsnt Rotor Can End Bearing Sepule Coupling Shei Eapulse Couple Faw) Spring Contest, Support Locking Sevey Plate Vasher #8 Ground Sette ionulating Basher Ground Gettsh Terminal Eeeuiator Went Cover Vent Cover Serew » #6300 Vent Sereen ay ~ fotor Shaft to Tepulee Coupling No. Used Pe-xa-20) wre 29 ya | te 1 i : 2 t i : 1 - i i : i : a i 2 i 2 a 1 : 2 2 - t i : : i 1 } i iWARRANTY ‘We guarantee each new engine sold by us co be free from defects in material and workmanship for six (6) months from date of shipment but not to exceed ninety (90) days of service. The ob- ligation under this Warranty, statutory or otherwise, is limited to the replacement or repait at ‘our Milwaukee, Wisconsin factory, or at a point designated by us, of such part as shall appear 0 us, upon inspection at such point, to have been defective in material or workmanship. “This Warranty does nor obligate us to hear the cost of Iabor or transportation charges in c¢ nection with the feplacerent or repair of defective parts, nor shall it apply to'an engine upon which repairs or alterations have been made unless authorized by us. ‘We make no Warranty in respect to trade accessories, such being subject to the Warranties of their respective manufacturers. We shall in no event be liable for consequential damages or contingent liabilities arising out of the failure of any engine or parts to operate properly. No express, implied or statutory Warranty other than herein set forth is made or authorized to be made by us. ‘THIS MANUAL IS FOR MY WISCONSIN MODEL. THE ABOVE INFORMATION, WHICH WILL BE FOUND ON THE INSTRUCTION PLATE ATTACHED TO THE AIR SHROUD OF THE ENGINE, SHOULD BE FILLED IN. YOUR PROMPT ATTENTION TO THIS MATTER WILL MAKE IT CONVENIENT FOR YOU IN THE FUTURE, AS THIS INFORMATION MUST BE GIVEN WHEN ORDERING ENGINE REPAIR PARTS. *For Yeur Owm Record, Do Not Cut Out and Returm to Pactory, +, WISCONSIN MOTOR CORPORATION ‘ MILWAUKEE 46, WISCONSIN,Ss ; ica WISCONSIN MOTOR CORPORATION MILWAUKEE 46, WISCONSIN SA PRINTEDIN USA