Tecumseh Quick Reference Service Information and Troubleshooting Guide

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Tecumseh

Quick Reference

Service Information

Covers Engine and Transmission Product

Form No.695933 R 7/00

Introduction

This booklet contains the quick reference and basic trouble- shooting information previously found on Tecumseh wall charts and in the Technician's Handbooks.

This booklet is designed to be used as a work bench quick reference guide when servicing Tecumseh engines and motion drive systems.

Technician's Note:

Tecumseh engines are manufactured to meet EPA and CARB standards. As a technician, it is unlawful to re-calibrate or replace a fuel nozzle or jet (bowl nut) with a part from any other carburetor that was not originally designed for that engine. All speed adjust- ments must remain within the limits that are specified for each engine and are not to exceed the maximum. This can only be deviated from if specifically approved by Tecumseh Products, EPA and CARB.

1

Note: Torque specifications listed should not be confused with the torque value observed on engines which have been run.

The Torque specifications take relaxation into account so sufficient clamping force exists after an engine has reached operating temperature.

Torques listed are intended to cover highly critical areas. More extensive torques are found in the respective repair manual.

Torque Specifications

TWO-CYCLE ENGINE SERIES

840 - 850 TWO-CYCLE ENGINE SERIES

Location

Inch lbs. Torque

Nm

Engine Designation

Crankcase to Cylinder	120-204	13.5-23
Flywheel Nut	360-420	41-47.5
Adapter Plate to Cylinder	160-220	18-25

TVS		TVXL		HSK		HXL
•		•		•		•
•		•		•		•
•		•

TC TWO-CYCLE ENGINE SERIES

Location	Inch lbs. Torque	Nm	Engine Designation
				TC200	TC300	TCH200/ 300
Cylinder to Crankcase	80-95	9-11		•	•	•
Crankcase Cover to Crankcase	70-100	8-11		•	•	•
Flywheel Nut	190-250	21.5-28.5		•	•	•

TWO-CYCLE ENGINE SERIES (AV520/600, TVS600, AH520, AH/HSK600)

Location

Inch lbs. Torque Nm

Engine Designation

Connecting Rod	40-50	4.5-5.5
Housing Base to Cylinder	80-120	9-13.5
Cylinder Head to Cylinder	100-140	11-16
Flywheel Nut AV Industrial (Point Ignition)	216-300	24.5-34
(670 Series AV 520 and All AV 600)
Flywheel Nut (C.D. Ignition)	264-324	30-36.5

AV520/600		TVS600		AH/HSK600		AH520
•		•		•		•
•		•		•		•
•		•		•		•
•						•
•		•		•		•

2

Two Cycle Troubleshooting

As an aid in troubleshooting any piece of equipment, interview the customer, and review conditions and symptoms of the problem. Examine exterior for clues: leaks, excessive dirt, damaged or new parts.

FUEL SYSTEM

Engine Will

Not Start

Check if spark

plug is wet or dry

Wet

Dry

	Defective		Review with customer
	spark plug		priming or choking
			procedure
			(3-5 primes, if
	Restricted		equipped, waiting 2
			seconds between
	air filter
			each prime)
			Carburetion problem*
	Improper fuel mix
	or stale fuel		(bad bowl gasket)
			Check fuel supply
	Exhaust ports
			and fuel cap vent
	plugged
	Carburetion		Restriction in
	problems due to		fuel system (filter,
	flooding, over		screen)
	priming, etc.*
			Poor
	Ignition System		compression
			Damaged reed,		port
	Crankcase seals
			plugs, seals or
	or gaskets leaking		gaskets
	NOTE: Refer to Technician's Handbook for a more
	detailed list of remedies.
	*Carburetor Troubleshooting use Technician's
	Handbook or Carburetor Troubleshooting Booklet,
	Form No. 695907. Video No. 695015.
		(CONTINUED ON NEXT PAGE)			3

Two Cycle Troubleshooting - continued

IGNITION SYSTEM

Engine Will

Not Start

Check for spark

Spark

No Spark

Check flywheel for

correct key, damaged

key or key adaptor

Set proper air gap on

external coil

Set proper point gap, check condensor and timing (if equipped)

Test coil for

intermittent or weak

spark

Check electric starter

if applicable

Replace spark plug

Isolate engine from all equipment (disconnect wiring harness), repeat test

	Spark	No Spark
Equipment problem,		Engine problem,
check switches, wiring		check for shorts or
and equipment		grounds in wiring
controls
Parasitic load too high		Test ignition module

NOTE: Refer to Technician's Handbook for a more detailed list of remedies.

4

Note: Torque specifications listed should not be confused with the torque value observed on engines which have been run.

The Torque specifications take relaxation into account so sufficient clamping force exists after an engine has reached operating temperature.

Torques listed are intended to cover highly critical areas. More extensive torques are found in the respective repair manual.

Torque Specifications

FOUR-CYCLE LIGHT FRAME ENGINE SERIES

(TVS, TNT, ECV, LAV, LEV, H, HS, OHH, OVRM and VLV)

Location	Inch lbs. Torque	Nm
			TVS
Rocker Arm Stud Lock Nut	100-140	11-16
Connecting Rod	95-110	11-12.5	•
Cylinder Head	160-210	18-24	•
Cylinder Head	220-240	25-27
Cylinder Head	180-220	20.5-25
Mounting Flange or Cylinder Cover	100-130	11-14.5	•
Flywheel Nut (Cast Iron)	500-600	42-50	•
Flywheel Nut (Aluminum)	400-500	45-56.5	•

FOUR-CYCLE MEDIUM FRAME ENGINE SERIES

(TVM, TVXL, H, V, HM, OVM, OVXL, OHM, OHSK and OHV)

Engine Designation

TNT

ECV

LAV

H/HSK

HS/HSSK

OVRM

VLV

•

•

•

•

•

•

•

•

•

•

•

•

•

•

•

•

•

•

•

•

•

•

•

•

•

•

•

•

•

•

•

•

•

•

•

LEV

•

•

•

•

OHH •

•

•

•

•

•

Location	Inch lbs.	Nm
	Torque
			TVM125, 140
Connecting Rod	160-180	18-20.5	•
Connecting Rod	200-220	22.5-25
Connecting Rod	200-240	22.5-27
Cylinder Head Bolts	220-240	25-27
Cylinder Head Bolts	180-240	20.5-27
Cylinder Head Bolts	160-210	18-24	•
Rocker Adj. Lock Screw	65-80	7-9
Rocker Arm Stud Lock Nut	110-130	12.5-14.5
Rocker Arm Hex Jam Nut	15-20	2
Rocker Arm Studs	170-210	19-24
Rocker Arm Box to Head	75-130	8.5-14.5
Rocker Box Cover	15-20	2
Rocker Box Cover (Four Screw)	40-65	4.5-7
Mounting Flange or Cylinder Cover 100-130		11-14.5	•
Mounting Flange or Cylinder Cover 110-140		12.5-16
Flywheel Nut	400-550	45-62	•
Flywheel Nut (External Ignition)	600-800	68-90

H50-60

•

•

•

•

V70

•

•

•

•

H70

•

•

•

•

Engine Designation

TVM & TVXL 170-195-220		HM/HMSK70-100		OVM/OVXL, OHV120-125		OHSK80-130 OHM120		OHV11-13,OHV110- 135, 206 Series
•		•		•		•
				•		•		•
•		•
				•		•		•
				•		•
				•		•
				•		•
						•		•
•		•		•		•		•
•		•		•		•		•

OHV135-145 203 Series OHV15-17.5 204 Series

•

•

•

•

•

•

•

5

Torque Specifications - continued

FOUR-CYCLE LARGE FRAME ENGINE SERIES (CAST IRON BLOCK HH, VH and OH)

Location	Inch lbs.	Nm
	Torque
Connecting Rod	86-110	10-12.5
Cylinder Head	180-240	20.5-27
Mounting Flange & Cylinder Cover	100-130	11-14.5
Rocker Arm Shaft to Box	180-220	20.5-25
Rocker Arm Box to Cylinder Head	80-90	9-10
FlywheelNut	600-660	68-74.5

FOUR-CYCLE HEAVY FRAME ENGINE SERIES (V-TWIN)

Location	Inch lbs. Nm
	Torque

Connecting Rod	200-220 22.5-25
Cylinder Head Bolts	220-240 25-27
Rocker Arm Jam Nut	110-130	12.5-14.5
Rocker Arm Cover Mounting Screw	52	6
Mounting Flange/Cylinder Cover	240-260	27-29
FlywheelNut	600-800	68-90

Engine Designation

HH	VH	OH
•	•	•
•	•	•
•	•	•
		•
		•
•	•	•

Engine Designation

TVT •

•

•

•

•

•

6

Four Cycle Troubleshooting

As an aid in troubleshooting any piece of equipment, interview the customer, and review conditions and symptoms of problem. Examine exterior for clues: leaks, excessive dirt, damaged or new parts.

FUEL SYSTEM

Engine Will

Not Start

Check if spark plug is

wet or dry

Wet

Dry

Defective spark plug

Restricted air filter

Improper or

stale fuel

Carburetion problems due to flooding, over priming, etc.*

Ignition system

Review with the customer proper priming procedure

(3-5 primes, waiting 2 seconds between each prime)

If equipped with a

choke, check for full travel. Check throttle cable and control for proper adjustment.

Check fuel supply and

fuel cap vent

Restriction in fuel

system (filter)

Carburetion problem*

(bad bowl gasket)

Poor

compression

NOTE: Refer to Technician's Handbook for a more detailed list of remedies.

*Carburetor Troubleshooting, use Technician's Handbook or Carburetor Troubleshooting Booklet, Form No. 695907. Video No. 695015.

7

Four Cycle Troubleshooting - continued

IGNITION SYSTEM

Engine Will

Not Start

Check for

spark

Spark

No Spark

Check flywheel for
					Replace spark plug
correct key, damaged
or sheared key
				Isolate engine from all
Set proper air gap on				equipment (disconnect
external coil				wiring harness), repeat
						test
			Spark				No Spark
Set proper point gap,
check condensor and
timing		Equipment problem,					Engine problem,
		check switches,
							check for shorts or
		wiring and
Test coil for							grounds in wiring
		equipment controls
intermittent or weak
spark
		Parasitic load too					Test ignition
		high					module

NOTE: Refer to Technician's Handbook for a more detailed list of remedies.

8

Tecumseh 2 Cycle Diaphragm Adjustments

NOTE: For meeting emission requirements, some carburetors have fixed-main or idle jets. The absence of the adjustment screw indicates fixed jets and no adjustment is necessary.

Diaphragm-Dual Adjustment.

Turn mixture adjusting screws in finger tight to the closed position, then one (1) turn out from closed position. This setting is approximate. This will allow the engine to be started so the carburetor can be fine tuned.

Start the engine and let it warm up for approximately 3-5 minutes. Do not adjust the carburetor when the engine is cold.

IDLE MIXTURE

SCREW

MAIN MIXTURE SCREW

NOTE: If no tension spring is present, it may be a fixed jet.

1

Set the throttle control to idle. If it is a fixed speed type, manually hold the throttle against the idle speed adjustment screw.

The throttle lever must be held against the crack screw for low speed adjustments or all adjustments will be incorrect and cause poor performance and unsatisfactory operation.

With the engine idling and throttle lever against the idle speed regulating screw, turn the low speed adjustment screw slowly clockwise from the NORMAL setting until the engine falters. Remember this location. Turn the screw counterclockwise until engine just starts to sputter or drops in R.P.M.. Remember this location. Turn the screw clockwise until it is halfway between your first position where the engine faltered and your last position where the engine started to sputter. This will be the optimum low speed setting on your carburetor.

Next run the engine at governed speed. The high speed adjustments are made basically the same as the low speed adjustments, with the exception of the settings being made 1/8 of a turn at a time, from the NORMAL settings. NOTE: It may be necessary to re-check the idle mixture adjustment after performing the high speed adjustment.

Diaphragm-Single Adjustment.

Turn the mixture adjustment screw finger tight to the closed position, then one (1) turn out from the closed position. This setting is approximate and will allow the engine to be started so the carburetor can be fine- tuned.

Start the engine and let it warm up for approximately 3-5 minutes. Do not adjust the carburetor when the engine is cold.

Set the throttle control to idle. If it is a fixed speed type, manually hold the throttle against the idle speed adjustment screw.

NOTE: If the engine falters or stops after the choke lever is moved to the "OFF" position, open the mixture adjusting screw 1/4 turn (counterclockwise) and restart the engine.

With the engine running, place the speed control in the "slow" position to make mixture adjustments. Turn the mixture screw slowly clockwise from the NORMAL setting until the engine falters. Remember this location. Turn the screw counterclockwise until the engine just starts to sputter or drops in R.P.M. Remember this location. Turn the screw clockwise until it is halfway between your first position where the engine faltered and your last position where the engine started to sputter. This will be the optimum setting on your carburetor.

9

TC Series Governor Adjustment

Three different styles of governor systems are used on TC engines. Use the following illustrations (diags. 2 and 3) to identify the governor system used and the following procedure to adjust the governed engine speed.

1.Allow the engine to run for at least 5 minutes to reach operating temperature. Make sure the air filter (if equipped) is clean and the choke is in the off position.

2.Using a Vibratach (part# 670156) or other tachometer, determine the engine's R.P.M. at idle and wide open throttle. Refer to Microfiche card 30, or a computer parts look-up program to obtain the recommended engine speeds.

3.Using the applicable illustration, either bend the speed adjusting lever toward the spark plug end of the engine to decrease high speed R.P.M., or bend the lever in the opposite direction to increase R.P.M. On TC Type II engines, turn the speed adjusting screw out to increase or in to decrease engine high speed R.P.M. If the speed adjustment screw is turned out to increase the engine R.P.M., the speed control lever must be moved to allow the speed control plunger to contact the speed adjustment screw.

4.The low speed is set by moving the throttle control to the lowest speed position and adjusting the low speed adjustment screw on the carburetor.

HOOK SPRING ON NOTCH

TYPE I (style 2)

HOOK SPRING ON NOTCH

TYPE I (style 1)

SPEED

ADJUSTING

LEVER

BENDTO INCREASE SPEED BEND TO DECREASE SPEED

SPEED

ADJUSTING

LEVER

2

1.AIR VANE

2.BACKLASH SPRING

3.GOVERNOR LINK

4.GOVERNOR SPRING

5.MOUNTING SCREW

6.SPEED ADJUSTMENT SCREW

7.SPEED CONTROL BODY

8.SPEED CONTROL LEVER

9.SPEED CONTROL PLUNGER

Spring Color	Spring Position
Orange or Green	1
Pink, Red, or Black	2

1

5

TYPE II:

SPRING	HOOK
POSITION 1	SPRING ON
1	NOTCH
	POSITION 2

8

4

(style 3)

4

9

HIGH SPEED

GOVERNOR

ADJUSTMENT

2

3

SPRING

7

OUT TO INCREASE 6 IN TO DECREASE

INSERT THROTTLE LINK AND SPRING HERE

3

10

Walbro (WTA, WT) and Tillotson (HU) Diaphragm Adjustment

Carburetor Pre-Set and Adjustment

Both the Walbro and the Tillotson carburetors used on TC engines have non-adjustable main mixture jets. Only the idle mixture is adjustable by turning the idle mixture screw. Use the following procedure to pre-set the idle mixture screw. Turn the idle mixture screw (clockwise) finger tight to the closed position, then turn the screw counterclockwise to obtain the proper preset (diag. 4).

Walbro Model WTA, WT 1 - 1-1/8 turns Tillotson Model HU 1-1/4 - 1-3/8 turns

Final Idle Mixture Adjustment

Starttheengineandallowittoreachnormaloperating temperature (after 3-5 minutes). As the speed control is set at the idle position, turn the idle mixture screw slowly clockwise until the engine R.P.M. just starts to decrease. Stop and note this screw position. Turn the idle mixture screw slowly counterclockwise, the engine will increase in R.P.M. Continue to slowly turn the screw until the engine R.P.M. starts to decrease. Note this position and turn the mixture screw back clockwise halfway between the two engine R.P.M. drop off positions. The idle mixture adjustment is complete.

Some carburetors came equipped with a main mixture adjusting screw. To adjust the main mixture, follow the steps for idle adjustment.

IDLE SPEED ADJUSTMENT

SCREW

IDLE MIXTURE

SCREW

4

Emissionized Tillotson

Similar in design and operation, the Tillotson emission carburetor uses a fixed main jet with an adjustable idle. The idle circuit has a limiter cap to prevent over richening. The cap is locked onto the adjustment screw in a rich position, allowing only a leaner adjustment. The main is fixed on these, which means that the main mixture limiter is non-functional on Tecumseh built engines (diag. 4a).

In compliance with E.P.A. and C.A.R.B. regulations the following procedure must be followed.

NOTE: These caps can be removed for servicing of the carburetor. Follow these steps.

1.Turn the caps clockwise until they hit the stops.

2.Remove the caps with a pointed instrument such as an awl.

3.Then turn the screws in until softly seated, note thenumberofturns. Thescrewsmustbereinstalled to this same static setting. Replacement of the caps is required to maintain E.P.A. and C.A.R.B. emission compliance.

IDLE MIXTURE

LIMIT SCREW

FIXED MAIN

(MIXTURE SCREW NOT FUNCTIONAL ON MOST TECUMSEH BUILT ENGINES)

IDLE SPEED

ADJUSTMENT

SCREW

4a

11

2-Cycle Engine Speed and Mixture Adjustments:TVS/TVXL840

IDLE SPEED

ADJUSTMENT

HIGH SPEED
ADJUSTMENT
5	HOLDING	STATIC GOVERNOR	6
	SCREW	ADJUSTMENT SCREW
Linkage Location	Static Governor Adjustment

To aid in the proper reassembly of the governor linkage, mark the linkage locations.

To adjust the static governor, loosen the holding screw, rotate the governor arm and slotted shaft in the direction that will open the throttle to the wide open position, and then re-tighten the holding screw.

HSK/HXL840-850

IDLE RPM	HIGH SPEED
ADJUSTMENT	RPM
SCREW	ADJUSTMENT
	SCREW

7

The HXL840 - 850 Series with variable speed control have the following adjustments. Idle speed is set at the carburetor crack screw. High speed is set with the screw shown above. Always check Microfiche card 30 or Parts Smart computer program for correct speed settings.

INCREASE

DECREASE

BEND TAB

8

R.P.M. adjustment of fixed speed models is done by bending the tab as shown.

Governor and Linkage for Air Vane

VANE ASSEMBLY

TO ADJUST HIGH-

SPEED ROTATE

CLOCKWISE TO

INCREASE

COUNTERCLOCKWISE

TO DECREASE 9

BEND TAB TO

ADJUST RPM

DECREASEINCREASE

HORIZONTAL FIXED SPEED	10
PLASTIC AIR VANE GOVERNOR

Rotate sleeve clockwise to increase R.P.M., counterclockwise to decrease R.P.M.

NOTE: The sleeve is serrated to rotate in a clockwise direction and must be raised using the sleeve tabs before it can be rotated counterclockwise.

To disassemble, remove choke shutter with needle-nose pliers; the vane assembly may then be removed from the carburetor.

12

Governors and Linkage for Air Vane - continued

ADJUST RPM BY

LOOSENING SCREW AND

SLIDING BRACKET

DECREASEINCREASE

HORIZONTAL FIXED SPEED

(ALUMINUM AIR VANE GOVERNOR) 11

HIGH SPEED

IDLE RPMRPM

ADJUSTMENTADJUSTMENT

IDLE

MIXTURE

THIS HOLE NOT

PRESENT ON ALL MODELS

SPRING
VERTICAL ENGINE	12
VARIABLE SPEED-REMOTE CONTROL

ADJUST RPM BY			SPRING
LOOSENING SCREW AND
SLIDING BRACKET
		INCREASE
	DECREASE

GOVERNOR LINK

IDLE RPM

ADJUSTMENT

HIGH SPEED

IDLERPM ADJUSTMENT MIXTURE

HORIZONTAL FIXED SPEED

13

THIS HOLE NOT
PRESENT ON ALL
MODELS
SPRING
VERTICAL ENGINE	14
FIXED SPEED-REMOTE CONTROL

	HIGH SPEED RPM
	ADJUSTMENT
IDLE RPM						THIS HOLE NOT
ADJUSTMENTS
		THIS HOLE NOT				PRESENT ON ALL
						MODELS
		PRESENT ON
		ALL MODELS		RPM ADJUSTMENT		SPRING
VERTICAL ENGINE			SPRING
VARIABLE SPEED	15			VERTICAL ENGINE FIXED SPEED			16
MANUAL CONTROL

13

	Static Governor Adjustments
	The purpose of making a static governor adjustment
	is to remove all free-play between the governor
	spool and the carburetor (see illustration). Any free-
	play here will result in hunting/surging or erratic
	running. After completing this procedure, always	THROTTLE
	re-check the engine speeds using the steps outlined
	in the following pages.

To set the static governor, do the following:

1.Be sure the engine is stopped or damage may occur.

2. If equipped with a throttle control, place the throttle in the high speed position.

3. Loosen the governor clamp or screw.

4. Hold the governor arm and link in the W.O.T. (wide open throttle) position, then rotate the shaft or shaft/clip assembly in the same direc- tion and tighten the screw.

5.If engine speed adjustments are needed, follow

the steps described in following pages.

SPRING

CHOKE

GOVERNOR

ROD

NO FREE

PLAYGOVERNOR SPOOL

WIDE OPEN

THROTTLE

CLOSED

THROTTLE

Governor Shaft Pressed In Depth

When assembling governor shaft into a flange or cover mounting boss, refer to this chart for exposed shaft length.

Engine Model	Exposed Shaft Length	Engine Model	Exposed Shaft Length
ECH 90	Mounting flange to top	H 50, 60, 70	Mounting flange to shoulder
ECV 100	1.319 - 1.334"	HH 60, 70	1.283 - 1.293"
H 30, 35	(33.502 - 33.883 mm)	HHM 80	(32.588 - 32.842 mm)
HS 40, 50		HM 70, 80, 100
LAV (all)
LEV (all)		OHV 11-17	Mounting flange to top
OHH (all)		OVM 120	1.350 - 1.365"
OVRM (all)		OVXL 120, 125	(34.290 - 34.671 mm)
TNT 100, 120
TVS (all)		OHM 90-120	Mounting flange to top
VLV (all)		OHSK 90-130	1.085 - 1.100"
			(27.559 - 27.940mm)
TVM (all)	Mounting flange to top
V 50, 60, 70	1.581 - 1.596"	OH 120-180	Mounting flange to top
VH 50, 60, 70	(25.806 - 26.314mm)		1.00"
			(25.400mm)
HH 100, 120	Mounting flange to top
VH 100	1.016 - 1.036"	TVT - V -Twin	Mounting flange to top
	(25.806 - 26.314 mm)		1.196 (3.969 mm)

14

	Small Frame, Vertical and Horizontal*			Retainerless Governor System for Small
	Models: LAV35,40,50 - H25,30,35 - HS40,50 - HSK - HSSK -			Frames*
	TNT100,120 - ECH90 - TVS75,90,105,115,120 - OVRM ALL
	- ECV100,105,110,120
			RETAINING
			RING
				SPOOL
			SPOOL
				UPSET ROLLED
			RETAINING
			RING	SHAFT
			GEAR ASSY.
			(GOV.)
			WASHER	GEAR ASSY.
				(GOV.)
			SHAFT	WASHER
				NOTE: Gear assembly must have .010 - .020 (.25 - .50 mm) end
				play after shaft is installed into flange.
	* As of August 1992, all small frame engines, including VLV40-6.75, use			* As of August 1992, all small frame engines, including VLV40-
				6.75, use a retainerless shaft. Service replacement shafts will
	a retainerless shaft. Service replacement shafts will be retainerless
				be retainerless for all small frame and VLV engines.
	for all small frame and VLV engines.
	VLV*40, 50, 55, 60, 65, 66			Medium Frame Vertical
				Models: TVM125, 140, 170, 195, 220 - V50,60,70 -
				VH50,60,70
	TYPE I	SPOOL	TYPE II	RETAINING
				RING
				SPOOL
	RETAINING		SPOOL
	RING
			UPSET	WASHER
				RETAINING
			RETAINER
	GEAR ASSY.			RING
			SHAFT
	(GOV.)
				GEAR ASSY.
			GEAR ASSY.	(GOV.)
			(GOV.)
				WASHER
		WASHER		SPACER
			WASHER
		IDLER
		GEAR	.010 - .020 (.25-.50 mm)
			CLEARANCE
				SHAFT

NOTE: Gear assembly must have .010 - .020 (.25 - .50 mm) end play after shaft is installed into flange.

*As of August 1992, all small frame engines, including VLV40-6.75, use a retainerless shaft. Service replacement shafts will be retainerless for all small frame and VLV engines.

15

Medium Frame Horizontal

OHM120 - OHSK 80-130

Models: HH60,70 - H50,60,70 - HM70,80,100 -

HMSK

SHAFT

SPOOL

WASHER

ROD ASSY.

RETAINING

RING

(GOV.)

GEAR ASSY.

SPOOL

(GOV.)

WASHER

WASHER

RETAINING

RING

SPACER

GEAR

ASSY.

(GOV)

BRACKET

SHAFT

SCREWS

OVM120, OVXL120, 125 - OHV11-17

OH120, 140, 160, 180

SPOOL

SPOOL

WASHER

RETAINING

RING

GEAR ASSY.

WASHER

(GOV.)

WASHER

GEAR &

SPACER

NOTE; SPACER

SHAFT

MAY BE PART

ASSY.

OF THE GEAR

(GOV.)

ASSEMBLY.

SHAFT

WASHER

(CAPTURED UNDER

NOTE: On models OHV13.5-17, the spacer is cast as part

GEAR)

of the governor gear with the washer placed below the

gear assembly.

16

Engine Speed and Mixture Adjustments

3-5 H.P. Vertical Shaft Engines

NOTE: Starting and operating problems may exist when engines are used at high elevations (over 4,000 feet above sea level). In cases where a fixed main carburetor is used, refer to Bulletin 110 for correction. Engines which are identified as compliant with CARB (California Air Resources Board) or EPA (US Environmental Protection Agency) regulations can NOT be changed from their factory jetting unless specifically authorized.

Before making any speed or carburetor adjustments be sure to adjust the governor and control bracket. See Governor Section of the Booklet.

To adjust the speed control bracket, determine whether the carburetor is an adjustable type, then proceed.

Some carburetors may have a choke lever which is operated by the speed control bracket. To adjust the speed control bracket for full choke operation, loosen the speed control bracket mounting bolts and move the speed control lever to the high speed/full choke position. Next insert a small piece of wire through the hole in the speed control bracket, choke actuating lever, and the choke lever (diag. 18). When all three holes are aligned tighten the mounting bolts.

Once the speed control bracket is adjusted, the main and idle fuel mixtures can be adjusted. Start theengineandallowittowarmuptonormaloperating temperature (3 - 5 minutes). Set the speed control to the HIGH or FAST position, then turn the main mixture adjustment screw in (clockwise) slowly until the engine begins to run erratic (lean). Note the position of the screw. Now, turn the screw out (counterclockwise) until the engine begins to run erratic (rich). Turn the screw in (clockwise) midway between these two positions. This will be the best setting.

Set the speed control to the IDLE or SLOW position. Adjust the idle mixture screw following the same procedure used to adjust the main mixture adjustment.

NOTE: SOME CARBURETORS HAVE FIXED MAIN JETS. THE ABSENCE OF THE ADJUSTING SCREW INDICATES A FIXED JET AND NO ADJUSTMENT IS NECESSARY.

After adjusting the fuel mixtures, engine speeds can be adjusted. The correct operating speeds are found on Microfiche card 30 of the Tecumseh Master Parts Manual, or the computer parts look-up program (Part Smart). On engines with adjustable carburetors (diag. 19 and 20) the high speed adjustment will be in one of two places. The first location is on the speed control lever (diag. 19).

			** NON-ADJUSTABLE
	* ADJUSTABLE		NO CHOKE
			PRIMER
	MIXTURES, CHOKE			17
	SPEED CONTROL		SMALL WIRE (DRILL BIT)
	MOUNTING BOLTS
			HOLE IN BRACKET

HOLE IN SPEED

CONTROL CHOKE

ACTUATING LEVER

	HOLE IN CHOKE
	LEVER
	18
HIGH SPEED	LOW SPEED
ADJUSTMENT SCREW	ADJUSTMENT SCREW

IDLE MIXTURE		MAIN MIXTURE
SCREW		SCREW	19

17

Engine Speed and Mixture Adjustments - continued

3-5 H.P. Vertical Shaft Engines

	HIGH SPEED	LOW SPEED	SPEED CONTROL
		ADJUSTMENT SCREW
	ADJUSTMENT		MOUNTING BOLTS
	SCREW

COUNTERCLOCKWISE

TO INCREASE SPEED

CLOCKWISE TO

DECREASE SPEED

IDLE

MIXTURE

SCREW

MAIN MIXTURE SCREW

20

The second is on a bracket located between the blower housing and the speed control (diag. 20). Low speed is adjusted by the throttle crack screw on the carburetor (diag. 19 and 20).

It may be necessary to preset the carburetor mixture screws.

Tecumseh Carburetors
Engine Model	Main Pre-set	Idle Pre-set
All models with
float-type carburetors	1-1/2 turn	1 turn
All models with
diaphragm-type
carburetors	1 turn	1 turn

Some speed control brackets are adjusted by loosening the speed control bracket mounting bolts and sliding the bracket all the way to the right and re- tightening the mounting bolts (diag. 21). The high speed adjustment screw is located on the speed control lever (diag.22) Some carburetors are fixed speed and are adjusted by bending the adjusting tab attached to the intake manifold (diag. 23).

After setting the engine speeds recheck the fuel mixtures, then recheck the engine speeds.

	21
HIGH SPEED	LOW SPEED
ADJUSTMENT	ADJUSTMENT SCREW
SCREW

22

SPEED ADJUSTMENT TAB

BEND TO INCREASE SPEED

BEND TO DECREASE SPEED

23

18

Engine Speed and Mixture Adjustments - continued

3-5 H.P. Vertical Shaft Engines

LOW SPEED TAB	HIGH SPEED TAB	BEND	TO INCREASE SPEED
		BEND	TO DECREASE SPEED
HIGH SPEED
PIN POSITION
			BEND CONTROL
			BRACKET TO SET
				RPM
TOOL	DECREASE
(670326)	INCREASE
SNAP IN CONTROL		24	VERTICAL ENGINES	25

GOVERNED / NON-GOVERNED IDLE

With the engine running at its lowest speed, set the governed idle at the designated R.P.M. by bending the idle R.P.M. tab. Next set the non-governed idle by pushing the bottom of the governor lever away from the control brackets, so the throttle lever contacts the idle speed screw. Hold the lever in this position and turn the idle adjustment screw clockwise to increase or counterclockwise to decrease engine idle speed. The setting on the carburetor screw should be set at 600 R.P.M. below the governed idle setting. This setting prevents the throttle plate from closing when going from high speed R.P.M. to low speed R.P.M. If improperly adjusted, the engine could experience an over lean condition.

HIGH SPEED RPM

ADJUSTMENT

SCREW

TVS 115 ENGINE WITH DUAL
SYSTEM CARBURETOR	26

BEND TO INCREASE SPEED

BEND	TO DECREASE SPEED

HIGH SPEED

RPM

ADJUSTMENT

SCREW

IDLE SPEED

CRACK SCREW

VERTICAL SHAFT ENGINES	27

NOTE:

ON REMOTE CONTROL

THIS WILL NOT BEHIGH SPEED ADJUST PRESENT

LOW SPEED ADJUST

TNT 100 VERTICAL ENGINES

28

OVRM

29

19

VLV Governor and Linkage

Governor Adjustment

With the engine stopped, loosen the screw holding the governor clamp and lever. Turn the clamp clockwise, then push the governor lever (connected to the throttle) to a full wide open throttle position. Hold the lever and clamp in this position and tighten the screw.

Linkage Installation

The solid link is always connected from the throttle lever on the carburetor to the lower hole on the governor lever. The shorter bend has to be toward the governor. The governor extension spring is connected with the spring end hooked into the upper hole of the governor lever and the extension end hooked through the speed control lever. To remove the governor spring, carefully twist the extension endcounterclockwisetounhooktheextensionspring at the speed control lever. Do not bend or distort the governor extension spring (diag. 30).

Speed Controls

This engine has an adjustable speed control. Never exceed the manufacturer's recommended speeds.

NOTE:Governor adjustment screw will be a Torx head (T-10) effective August 1, 1996 for E.C. Compliance.

Fixed Speed

High speed governor adjustment is accomplished by bending a tab to increase and decrease engine R.P.M. Effective August 1997 (diag. 31a).

TWIST COUNTERCLOCKWISE

TO DISCONNECT

GOVERNOR SPRING

SHORT BEND LONG BEND

30

HIGH SPEED ADJUSTMENT

COUNTERCLOCKWISE INCREASES SPEED

LOWSPEEDADJUSTMENT

COUNTERCLOCKWISEINCREASESSPEED

31

TOOL 670326

HIGHSPEED	BEND		TO INCREASE SPEED
ADJUSTMENT	BEND			TO DECREASE SPEED	31A
	FIXED SPEED

20

Engine Speed and Mixture Adjustments

5-15 HP Vertical Shaft Engines

The first stepis adjusting the speed control bracket for full choke operation. Loosen the two speed control bracket mounting bolts and move the control lever to the full high speed/full choke position. Insert a piece of wire through the hole in the speed control bracket, the choke actuating lever, and the choke lever (diag. 32). When all three holes are in alignment retighten the speed control bracket mounting bolts.

SMALL PIECE OF WIRE	HOLE IN
HOLE IN CONTROL BRACKET	CHOKE
	ACTUATING
MOUNTING	LEVER
BOLTS

	MOVE THE CONTROL
	LEVER IN THE HIGH	HOLE IN CHOKE LEVER
	SPEED POSITION

The second step is adjusting the main and idle fuel mixtures. Start the engine and allow it to warm up to normal operating temperature (3 - 5 minutes). Set the speed controls to the HIGH or FAST position, then turn the main mixture adjustment screw in (clockwise) slowly until the engine begins to run erratic (lean). Note the position of the screw. Now, turn the screw out (counterclockwise) until the engine begins to run erratic (rich). Turn the screw in (clockwise) midway between these two positions. This will be the best setting.

Set the speed control to the IDLE or SLOW position. Adjust the idle mixture screw following the same procedureusedtoadjustthemainmixtureadjustment screw.

NOTE: SOME CARBURETORS HAVE FIXED MAIN JETS. THE ABSENCE OF THE ADJUSTING SCREW INDICATES A FIXED JET AND NO ADJUSTMENT IS NECESSARY.

The third step is setting engine speeds. The correct engine operating speeds are listed on card 30 of the Tecumseh Master parts manual microfiche, or the computer parts look-up program (Part Smart or Plus One). The most common speed control bracket (diag. 33) has the high speed adjustment screw located on the speed control lever. The low speed adjustment screw is the throttle crack screw on the carburetor body. Another common speed control is the governor override system (diag. 34). This system has a similar speed control bracket along with a governor adjustment lever which is attached to the engine block. Both the high speed

32

HIGH SPEED

ADJUSTMENT SCREW

THROTTLE

CRACK

SCREW

IDLE MIXTURE

SCREW

MAIN MIXTURE

SCREW 33

THROTTLE CRACK SCREW

GOVERNOR

ADJUSTING LEVER

	IDLE	HIGH SPEED
	MIXTURE
		ADJUSTMENT
	SCREW
		SCREW

and low speed adjustment screws are located on the governor adjusting lever.

MAIN MIXTURE SCREW

LOW SPEED ADJUSTMENT SCREW

34

21

Engine Speed and Mixture Adjustments - continued

2.5-17.5 HP Vertical Shaft Engines

To adjust high speed on an up/down control (diag.35) bend the adjustment tab. Low speed is adjusted by a screw at the bottom of the control bracket. Both the governor override system and the up/down speedcontrolhaveagovernedidle. Onthese systems it is important to also adjust the throttle crack screw. To adjust the throttle crack screw use your finger to hold the throttle shutter tight against the throttle crack screw and adjust the engine speed to approximately 600 R.P.M. less than the recommended low speed.

After setting the engine speeds recheck the fuel mixtures and double check the engine speeds.

NOTE: Not all engines have fully adjustable carburetors.

It may be necessary to preset the carburetor mixture screws.

THROTTLE CRACK HIGH SPEED ADJUSTMENT TAB

SCREW	BEND	TO INCREASE SPEED
	BEND	TO DECREASE SPEED

		LOW SPEED
IDLE MIXTURE	MAIN MIXTURE	ADJUSTMENT
SCREW	SCREW	SCREW 35

Tecumseh Carburetors

Engine Model	Main Pre-set	Idle Pre-set
All models with
float-type carburetors	1-1/2 turn	1 turn
All codels with
diaphragm-type
carburetors	1 turn	1 turn

CHOKE

HOOKUP

	HIGH SPEED		GOVERNED
			IDLE SPEED
	ADJUSTMENT
			SCREW	IDLE SPEED
	TAB
	THROTTLE			CRACK
	LINK HOOKUP			SCREW
	ALIGNMENT		CHOKE LEVER
	HOLE		AIR GAP
			(.040 - .070")
			(1.0 - 1.8 mm)		IDLE MIXTURE
			BEND TAB TO
			ADJUST		SCREW

TOOL #670326

TVXL220, OHV 11-17 STYLE SPEED CONTROL

36

The idle speed is adjusted by turning the idle speed screw clockwise to increase engine R.P.M. and counterclockwise to decrease R.P.M. Use tool part # 670326 to adjust the high speed engine R.P.M. Place the slotted end of the tool onto the adjustment tab and bend the tab to the left (toward the spark plug end) to increase engine R.P.M. (diag. 36).

NOTE: Be sure that the throttle cable has full travel from wide open throttle to full choke. Hard Starting could result if the cable is not properly adjusted to allow for full choke.

22

Engine Speed and Mixture Adjustments - continued

LOW SPEED TAB	HIGH SPEED TAB	NOTE: ON REMOTE	HIGH SPEED ADJUST
HIGHSPEED		CONTROL THIS
PIN POSITION		WILL NOT	LOW SPEED ADJUST
		BE PRESENT

	DECREASE
	INCREASE
OVRM SNAP IN CONTROL	37		OVRM	38

OVRM		STANDARD TVM ENGINE WITHOUT
	39	GOVERNOR OVERRIDE	40

SPEEDCHANGES APPROXIMATELY 200 RPM PER SLOT

MAIN MIXTURE
SCREW
GOVERNOR ADJUSTING	HIGH SPEED
SCREW (LOW SPEED)
OVM/OVXL,TVM 170, 195 & 220		41	OHV 11-17

Governor Override System for TVM170, 195 and 220 Engines (diag. 41)

This system will be found starting on 1985 production models and will not retrofit onto older engines. It is designed to allow the governor to regulate the low and high speeds of the engine. The high speed is adjusted at the top screw of the override lever; to increase R.P.M. turn the screw out (counterclockwise), to decrease R.P.M. turn the screw in (clockwise). The low speed is adjusted at the bottom screw of the override lever; to increase R.P.M. turn the screw in or clockwise, to decrease R.P.M. turn the screw out or counterclockwise (diag. 41).

23

Engine Speed and Mixture Adjustments -

Horizontal Shaft Engines

IDLE SPEED				IDLE SPEED
CRACK SCREW
				CRACK SCREW
	HIGHSPEEDRPM					HIGHSPEEDRPM
	ADJUSTMENT
						ADJUSTMENT
	SCREW
						SCREW
HORIZONTAL LIGHTWEIGHT			42	LIGHTWEIGHT R.V. TYPE			43
IDLESPEEDCRACKSCREW				HIGHSPEEDRPMADJUSTMENTSCREW

HIGHSPEEDRPM

ADJUSTMENT

SCREW

IDLE MIXTURE

SCREW

MAIN

MIXTURESCREW

SMALL FRAME GOVERNED IDLE 44

IDLE SPEED CRACK SCREW

IDLE

MIXTURE

MAIN

MIXTURE

HIGHSPEEDRPM

ADJUSTMENTSCREW

CONSTANT SPEED APPLICATIONS 46

IDLE SPEED

CRACK SCREW

HORIZONTAL MEDIUM FRAME 45

HIGHSPEEDRPMADJUSTMENTSCREW

IDLE SPEED

CRACK SCREW

IDLEMIXTURESCREW

HORIZONTAL MEDIUM FRAME

47

HM / OHM

NOTE: Since 1996, all speed adjustment screws will have a torx head.

24

Horizontal Shaft Engines - continued

IDLE SPEED

CRACK SCREW

HIGH SPEED RPM ADJUSTMENT SCREW

MEDIUM FRAME		48
	WINTER
	APPLICATION
	CONTROL
	GOVERNED
	IDLE LINK
	AND
	ADJUSTMENT
HIGH SPEED
ADJUSTMENT BEND TO ADJUST SPEED
DECREASE	INCREASE	50
OHH REMOTE & MANUAL

HM80-100 SERIES

49

HIGH SPEED ADJUST

OHH FIXED SPEED

51

			THROTTLE CRACK SCREW			T-10 (TORX)
							GOVERNED
							HIGH SPEED
							ADJUST
				BEND
				INCREASE	DECREASE
GOVERNOR SPRING			CORRECT BUSHING
	GOVERNED IDLE LINK		INSTALLATION DEEP
OHH RV CONTROL		52	SIDE	GOVERNED IDLE TAB
			HERE
				OH / OHSK CONTROL			53

	THROTTLE CRACK	T-10 (TORX)
	SCREW
		GOVERNED
		HIGH SPEED
		ADJUST

TURN NUT TO

ADJUST SPEED

GOVERNED IDLE SCREW

OHSK / OHM CONTROL

54

OHH FIXED SPEED

25

Engine Speed Adjustments - 8-18 HP, Cast Iron

Governor Adjustment for Horizontal Engines

Move the remote controls to the RUN position.

Loosen Screw "A".

Pivot plate "B" counterclockwise and hold. Move lever "C" to left.

Tighten screw "A" securely.

When the governor is properly set the carburetor throttle lever will be in a wide open position when the controls are set for starting.

The governor spring is to be anchored in the bottom center hole (D) of plate "B". Do not stretch or cut the governor spring. Above adjustments will correct any variations in governor control (diag. 55).

1.Setting Variable Speed Adjusting Screw. Before attaching the bowden wire, set the engine for maximum R.P.M. (See Mfg. specifications) with engine running. Use a good tachometer. Move lever "A" clockwise until lower end strikes the adjusting screw at position "1" (diag. 56).

Loosen lock nut on adjusting screw and turn in to decrease R.P.M. Turn out to increase R.P.M.

CAUTION: DO NOT EXCEED RECOMMENDED R.P.M.

2.Adjusting Fixed Speed. The fixed speed ad- justing screw is the optional position "2". Adjust it by starting the engine, then loosening the locknut. Turn the screw in to increase R.P.M. and out to decrease R.P.M.

NOTE: The TVT-control system is shown only in the 696325 Technician's manual.

VARIABLE

SPEED

"C"

PIVOT POINT

"A"

GOVERNOR SPRING

"B"

MOVE TO

TURN CCW

"RUN"

"D"

&nbsnbsp;

POSITION

GOVERNOR

(HIGH)

ADJUSTING

SCREWS

(LOW)

55

FIXED

SPEED

BOWDEN

IDLE

WIRE CLAMP

FAST

"B"

Adjusting

(CW)

HOLE "B"

screw fixed

speed

position "2"

HOLE "C"

optional

(HIGH)

"A"

BOWDEN

Adjusting

LEVER

WIRE

screw variable

PIVOT

CLAMP

speed position

"C"

"1" standard

(CW)

(LOW)

56

26

Switches, Sensors, and Solenoids

Low Oil Shutdown Switches

Check the LOS switch while it is in the engine. The engine must be level, and the oil level at the full mark. Place the speed control in the run position. Remove the spark plug wire from the spark plug. Install a gap type tester connected to the spark plug wire and a good engine ground. Spin the engine over using the electric or recoil starter. A bright blue spark should be seen at the tester. If not, remove the blower housing and disconnect the LOS lead from the ignition module. Reinstall the blower hous- ing and spin the engine over. If spark occurs now, replace the LOS switch. If no spark is seen, replace the ignition module (diag. 57).

OIL SHUTDOWN SWITCH

57

Low Oil Shutdown Indicator Light

If equipped, the indicator light will flash if the oil level is at or below the add mark when the engine is turned over while attempting to start. Test by turning the engine over with the oil level below the add mark. If the indicator light does not flash, replace the indicator light (diag. 58).

Low Oil Pressure Sensor

Test the sensor on a running engine using an ohmmeter or continuity tester with one test lead connected to the sensor terminal and the other to an engine ground. An open circuit should be found with the engine running and continuity should exist when the engine is shut off. If continuity is found or the oil pressure indicator is on at low engine R.P.M.'s, remove the sensor and install a master oil pressure gauge. The oil pressure of a running engine should be 7 p.s.i. (.500 bar) or higher, if lower an internal engine problem exists (diag. 59).

GREEN IDENTIFICATION MARK

TO LOW OIL SENSOR

TO IGNITION

58

59

27

Switches, Sensors, and Solenoids - continued

Low Oil Sensor

This sensor must use a #194 bulb, resistance of the bulb MUST be .27 ampere in series with the sensor for proper operation and to prevent sensor damage. Remove the sensor from the engine and attach the electrical plug. Attach a jumper lead from an engine ground to the threaded portion of the sensor. Place the keyswitch in the run position. The indicator light should come on with the tip of the sensor in air (uncovered) and go off when oil covers the sensor tip. The response time of the sensor is between 5 and 15 seconds with 13 volts D.C. at the battery. Lower battery voltage will result in a longer response time. Use teflon-type pipe sealant on the sensor threads to prevent oil leakage when reinstalling (diag. 60).

60

Fuel Shutdown Solenoids

If the engine is running, the solenoid can be checked by removing the electrical plug-in at the base of the solenoid. Almost immediately the engine should shutdown, if not replace the solenoid (diag. 61).

Test the solenoid off the carburetor by applying 12 volt D.C. from the battery positive terminal to a solenoid terminal. Connect a jumper wire from the metal housing (or other terminal) to a negative battery terminal. The plunger should retract the full travel distance. Disconnect the negative jumper lead and the plunger should return to the extended position. Replace if necessary (diag. 61).

SINGLEDOUBLE

61

On/Off Switches

Engine On/Off Rocker Switch

TERMINAL

SPACER

Lighted Engine On/Off Rocker Switch w/ Low Oil Shutdown

	2
	3	L
	L	TO LOW OIL
		SENSOR
	TO	2
	GROUND 3
		TO IGNITION

2 TERMINALS

62

3 TERMINALS

63

28

Wiring

CONDITION. All wiring must be fully insulated between connection points, securely fastened and free of foreign material (such as rust and corrosion) at the connection points. This is especially important in the use of batteries where much of the potential may be lost due to loose connections or corrosion. Remember to check the insulation on the wire. All it takes is a pin hole for a wire to "ground out" on the engine or frame. This is of special concern when moisture or water is present. This may cause the engine to run erratically or be impossible to start.

WIRE GAUGE: Proper thickness of wire is necessary in all electrical circuits. Wire diameter is measured in increments of gauge numbers. The larger the number, the smaller the diameter of the wire. The smaller the number, the larger the diameter of the wire.

1.Starter circuit wiring must be rated at #6 or lower gauge number.

2.Charging circuit wiring must be rated at #16 or lower gauge number. (20 amp system requires #14 or lower gauge number).

3.Magneto circuit wiring (ground circuit) must be rated at #18 or lower gauge number.

Color Codes

Tecumseh Products Company standard wiring color codes effective August, 1992 are as follows:

Code		Product
Yellow	-	Alternator A.C. Leads
Red	- Alternator D.C. + Leads
Brown	-	Alternator D.C. - Leads
Black	- Alternator Ground Leads, Battery Ground Leads
Orange	- 12 Volt Starter B + Leads

Dark Green - Ignition Shut-Off Leads

NOTE: Prior to August 1992, wire codes changed according to model and specification numbers.

Ammeters

An ammeter is used to measure the rate of current flow from the alternating system to the battery. If no current flow is indicated by the ammeter, remove the ammeter from the circuit and check all other components in the system. Use the ohmmeter to check continuity across the ammeter. If no continuity exists, replace the ammeter.

29

Diodes

In order to charge a battery it is necessary to convert alternating current (A.C.) to direct current (D.C.) This is accomplished by using a diode or rectifier. Using a single diode will make use of one half of the A.C. signal and is known as HALF WAVE RECTIFICATION. This is acceptable in certain applications. In certain situations it is necessary to make use of the entire A.C. signal. To accomplish this we use multiple diodes in a bridge configuration which produces FULL WAVE RECTIFICATION.

ANODECATHODE

DIRECTION OR FLOW OF CURRENT

BAND OR OTHER

MARKING INDICATES

CATHODE END

Solenoids

A solenoid is a heavy duty switching mechanism used to handle large amounts of current. It consists ofaheavystripofmetalactivatedbyanelectromagnet. The metal strip connects two contact points and "makes" or "breaks" the electric circuit. Because the metal strip is heavier than most switch contacts, it does not pit or burn away as lighter switch contacts will.

To test a grounded solenoid, connect positive (+) solenoid terminal (next to solenoid ground) to the positive(+)batteryterminal. Connectnegativeground (-) terminal of the solenoid to the negative (-) battery terminal. If solenoid is in good condition, the plunger will "snap" and close the main contacts (diag. 64).

NOTE:With a grounded solenoid, battery B+ is supplied to activate. With insulated solenoid, battery B- is supplied to activate.

To test an insulated solenoid, connect the terminal marked "B" to the positive (+) battery terminal. Connect terminal marked "G" to the negative (-) battery terminal. If the solenoid is in good condition, the plugger will "snap" and close the main contacts.

A.C. INPUT

(+) VOLTAGE (D.C.)

The full wave rectifier makes use of the entire A.C. signal, converting it to D.C.

GROUNDED SOLENOID

START POSITION	RUNNING AND
CIRCUIT CLOSED	STOP POSITION	64

INSULATED SOLENOID

START POSITION	RUNNING AND STOP
CIRCUIT CLOSED	POSITION CIRCUIT 65

30

Key Switches

Switches are the common point on the vehicle where most of the wiring centrally comes together. There are many varieties of switches available. Replace damaged or failed switches according to the equipment manufacturer's specifications. NEVER substitute an automotive switch for a switch replacement on a small engine application, or a switch from an engine with a battery ignition.

The more common switches are shown below:

A.			B.		C.		D.

E.

IMPORTANCE OF USING CORRECT SWITCH

Some switches are too small to take the continual "make" and "break" without burning the electrical contacts. This is when it is advisable to install the recommended manufacturers switch.

***NOTE: WARRANTY IS VOID FOR THE ENGINE COMPONENTS BEING BURNED OUT DUE TO A FAULTY SWITCH.

F.

EXAMPLE:

31

Continuity Check for Switches

NOTE: This is only a generic test, manufacturer's may differ in switch terminals and functions.

key

key

in

key

/key

/key

in

/key

/

position

position

key

position

/

position

position

position

key

position

position

/

w

w

w

w

w

w

Continuity off

start

off

NO

y

run

start

NO

y

run

in

in

an

in

in

in

an

in

Switch A

Switch D (metal case)

Connect Ohmmeter Leads to:

Connect Ohmmeter Leads to:

S & G

X

S & B

X

M & G

X

M & Switch Case

X

M & S

X

M & B

X

M & S

X

Switch B (metal case)

Connect Ohmmeter Leads to:

Switch E

S & G

X

Connect Ohmmeter Leads to:

S & B

X

M & S

X

S & A, S & metal case

X

M & B

X

M & B

X

M & G

X

M & A, M & metal case

X

M & L

X

B & A

X

S & B

X

B & metal case

X

S & G

X

A & metal case

X

S & L

X

with 5th terminal

G & L

X

R & S, R & M

X

B & G

X

R & B, R & A

X

B & L

X

X

R & metal case

X

Switch F

Switch C

Connect Ohmmeter Leads to:

Connect Ohmmeter Leads to:

A & G

X

A & S

X

A & B

X

A & M, A & G (3)

X

A & M

X

A & R, A & B

X

A & S

X

S & M, S & R, S & G (3)

X

G & B

X

S & B

X

G & M

X

M & R, M & B

X

G & S

X

M & G (3)

X

B & M

X

R & G (3)

X

B & S

X

R & B

X

M & S

X

B & G (3)

X

32

1 AMP (18 WATT) A.C. - ADD-ON ALTERNATOR

350 Milliamp			611077 (Alternator Only)
	Red		ENGINE		RECOIL
				CENTERING
					STARTER
				TUBE
					ADD-ON
34960					ALTERNATOR
34990	Red
		ALTERNATOR
		SHAFT		A.C.
	Black	D.C.		CONNECTOR
		CONNECTOR
35493		Red		Yellow
		Brown			SELF-TAPPING
					SCREWS
18 Watt A.C. Lighting				3 Amp A.C.
	Yellow wire
	under sleeve				Green
					Black
					Red
611111				610981
3 Amp D.C.				3 Amp A.C.
Red	Green
			Green
				Yellow
		Yellow
					Green
Red
610968				611095

Yellow - Alternator A.C. Leads	Black - Alternator Ground/Battery Ground
Red - Alternator D.C. (+) Leads	Orange - 12 Volt Starter (+) Leads
Brown - Alternator D.C. (-) Leads	Dark Green - Ignition Shut-off Leads

33

Charging System

Charging System - continued

	2 and 3 Amp D.C.		3 Amp D.C.
			Green		Green
		Red
		Diode	Red
3 Amp			Diode
		Red
2 Amp	611116 (3 Amp)
(requires optional flywheel)			611113
	3 Amp D.C. - 5 Amp A.C.		5 Amp D.C.
	Red	Yellow
					Yellow
				Red
					Yellow
	Diode
			Red	Yellow
			611176
	611104		* Uses regulator / rectifier 611175A
	7 Amp D.C.		7 Amp D.C.	Yellow
		Green	Green		Red
		Yellow
				Red
		Yellow
	610818		610975
* Uses regulator/rectifier 610749
			* Uses regulator / rectifier 610938

Yellow - Alternator A.C. Leads	Black - Alternator Ground/Battery Ground
Red - Alternator D.C. (+) Leads	Orange - 12 Volt Starter (+) Leads
Brown - Alternator D.C. (-) Leads	Dark Green - Ignition Shut-off Leads

34

Charging System - continued

7 Amp D.C.		7 Amp D.C.
611097	Red	611256
Yellow	Yellow
		Green	Green
Green
			Yellow
		Yellow Red	Red
Red	Green	Yellow
			Yellow

*Uses regulator/rectifier 611098; an open circuit D.C. voltage check cannot be made.

	10 Amp D.C.					10 Amp Alternator
	610761						611159
									Green
Green
Yellow
	Yellow
	Green
Yellow
								Yellow
			Black
* Uses regulator/rectifier 610749
	12 Amp D.C.					20 Amp Alternator
							610902		Green
								Yellow
									Yellow
	Yellow		Yellow
Red	Yellow
	Red		Yellow						Black
Green
			Green	* Uses regulator/rectifier 610996 or 610907A; depending on spec
				number an open circuit D.C. voltage check cannot be made.
AC			Regulator/Rectifiers
			AC
DC		DC						5 Amp, 7 Amp
				Green
									611175A
7 Amp	5 Amp, 7 Amp
				Yellow	Red
611098		611175				Yellow
	DC			Green
DC
			AC				Red
				Yellow			Yellow	Yellow	12 Amp
AC								Dot	611274
						20 Amp
7 Amp	7 Amp, 10 Amp					610996
						610907A
610938		610749
Yellow - Alternator A.C. Leads			Brown - Alternator D.C. (-) Leads				Orange - 12 Volt Starter (+) Leads
Red - Alternator D.C. (+) Leads			Black - Alternator Ground/Battery Ground				Dark Green - Ignition Shut-off Leads

35

CAUTION: When testing Alternator/Charging System:

DO NOT disconnect positive lead(s) from the battery while the engine is running. With the engine stopped, disconnect lead(s), then perform test and stop engine before re-connecting. Connecting or disconnecting while the engine is running will send a voltage surge through the regulator, causing damage.

Testing Procedures

D.C. Charging Adaptor

Rectifier Bridge Check With Ohmmeter for D.C. Adaptor

Continuity should exist during one of the two following tests. No continuity should exist while performing the opposite test.

If continuity exists during both tests, or if no continuity exists during both tests, the D.C. adaptor is defective.

TEST NO. 1 - Connect negative probe of meter to red output lead. Connect positive probe of meter to both A.C. terminals and black output lead (diag. 66).

2000 R.P.M. - 8.0 Volts A.C.

3000 R.P.M. - 10.5 Volts A.C.

3600 R.P.M. - 12.0 Volts A.C.

Black

Red

Black

Red

A.C. TERMINALS

#4414

BULB

66

TEST NO. 2 - Connect positive probe of meter to red output lead. Connect negative probe of meter to both A.C. terminals and black output lead.

Connect negative probe of meter to black output lead. Connect positive probe of meter to both A.C. terminals and red output lead.

If the D.C. adaptor is not defective and a known good battery fails to hold a charge, then perform an A.C. output voltage test.

NOTE: PRIOR TO AUGUST 1992, THE BLACK WIRE WAS BROWN.

CHECKING THE SYSTEM: To check the system, disconnect the D.C. adaptor from the add-on alternator. Connect a No. 4414, 18 watt bulb in line with each terminal in the alternator. Start engine and test circuit using an A.C. voltmeter as shown.

With the engine running, minimum A.C. voltage values across the bulb should be: 2000 R.P.M. - 8.0 Volts A.C.

3000 R.P.M. - 10.5 Volts A.C.

3600 R.P.M. - 12.0 Volts A.C.

If the minimum values are noted, alternator is okay. If the minimum values are not noted, the alternator or A.C. connector is defective.

36

350 Milliamp Charging System

CHECKING THE SYSTEM: The battery must be in the circuit to perform the test properly. Set the voltmeter to the 0-20 D.C. volt scale. Connect a voltmeter across the battery. The voltmeter should read battery voltage. Start the engine. With the engine running, there should be an increase in the voltage reading. If there is no change in the voltage reading, the alternator is defective and should be replaced (diag. 67).

(+) POSITIVE LEAD

(-)ENGINEGROUND

MAGNETOGROUND D.C.OUTPUT

(GREEN)LEAD (RED)

ELECTRICSTARTER

BATTERY GROUND (BLACK) LEAD (ORANGE)

18 Watt A.C. Lighting Alternator Models H35, HS & HSSK 40-50, HM & HMSK 70-80- 100

CHECKING THE SYSTEM: To check the system, disconnect the plug from the rest of the lighting system. Connect a wire lead from the single pin connector coming out of the engine to one terminal of a No. 4414, 18 watt bulb. Connect another wire to the remaining terminal of the bulb and run it to a good ground on the engine. Start the engine and test the circuit using the A.C. voltmeter as shown (diag. 68).

With the engine running the minimum A.C. voltage across the bulb should be:

2000 R.P.M. - 6.0 Volts A.C.

BLACK

RED

67

ENGINE

YELLOW

3000 R.P.M. - 8.5 Volts A.C.

3600 R.P.M. - 10.0 Volts A.C.

If minimum values are noted, the alternator is okay. If less than the minimum values, the alternator is defective.

#4414 BULB

68

37

35 Watt A.C.

Before making any exterior tests, check for an inoperative switch, shorted wires and burned out headlight and/or stop tail light. To check out the alternator, check the A.C. lead to ground at each yellow wire (diag. 69).

With engine running, minimum values should read: 2500 R.P.M. - 8.0 Volts A.C.

3000 R.P.M. - 9.5 Volts A.C.

3300 R.P.M. - 10.5 Volts A.C.

3600 R.P.M. - 11.5 Volts A.C.

If the above minimum readings are noted, the alternator is okay. Check for defective lights, wiring or switches, if less than the above readings, the alternator is defective.

NOTE: ON OLDER POINT IGNITION SYSTEMS, THE A.C. OUTPUT LEADS ARE BLACK AND RED.

1 Amp (18 Watt) Add-on Alternator

CHECKING THE SYSTEM: To check the system, disconnect the plug from the rest of the lighting system. Connect a No. 4414, 18 watt bulb in line with each terminal in the plug. Start the engine and test the circuit using a voltmeter as shown (diag. 70).

With the engine running the minimum A.C. voltage values across the bulb should be:

2000 R.P.M. - 8.0 Volts A.C.

3000 R.P.M. - 10.5 Volts A.C.

3600 R.P.M. - 12.0 Volts A.C.

If minimum values are noted, the alternator is okay. If the minimum values are not noted, the alternator or A.C. connector is defective.

YELLOW

A.C.GREEN

IGNITION

STOP

YELLOW

69

Yellow

Yellow

#4414 BULB

70

38

2.5 Amp D.C., 35 Watt Lighting

If output is below standard listed, pull back protective coating in front of the diode and check A.C. output. If A.C. is good check each diode it services as required (diag. 71).

D.C. value (+) or (-); check both sides of A.C. outputs.

TWO DIODES D.C.

RED

D.C. NEGATIVE OUTPUT LEAD (BROWN D.C.)

	R.P.M. D.C. Volts		R.P.M. Volts A.C.
	2500	- 8.0 Volts D.C.	2500 - 18 Volts A.C.
	3000	- 9.5 Volts D.C.	3000 - 22 Volts A.C.
	3300	- 10.5 Volts D.C.	3600 - 26 Volts A.C.	D.C. POSITIVE
				OUTPUT LEAD
	3600	- 11.5 Volts D.C.
				(RED D.C.)

	D.C.
NOTE: These minimum numbers should be	A.C.
obtained by your meter and will often be
higher.
	71

	2 and 3 Amp DC Alternator System - Diode
	in Harness Models: H30-35, HS40, H50-60,
	HH50-60, HM70-80-100, HMSK, HHM80,	Green
	HSK, HSSK, Rotary Mower Engines
	This system has a diode included in the red wire
	which converts the alternating current (A.C.) to	Red
	direct current. The direct current (D.C.) is used to
	provide a trickle charge for the battery. The leads			GROUND
	from the alternator and the type of connector may	PROBE (+)
	vary, but the output readings will be the same.
	CHECKING THE SYSTEM: Remove the fuse (if	72
	equipped) from the fuse holder and check the fuse
	to make certain it is good. If faulty, replace with a six
	(6) AMP fuse.
	To check D.C. output, separate the connectors at			DIODE
	the engine. Place the probe (+) in the red wire lead
	connector. Ground the other probe to the engine	PROBE (+)
	(diag. 72).
	With the engine running the minimum values should				Green
	read:	Red
	2500 R.P.M. - 8.0 Volts D.C.	73
	3000 R.P.M. - 9.5 Volts D.C.
	3300 R.P.M. -10.5 Volts D.C.
	3600 R.P.M. -11.5 Volts D.C.

If these minimum readings are noted, the system is okay. Check for bad battery, ammeter, wiring, etc.

(Continued on Next Page)

39

If less than the above readings, proceed in making an A.C. output check by pulling back the protective coating from the fuse holder and diode. Using an A.C. voltmeter, check voltage from a point between the engine and the diode as shown in the diagram (diag. 73).

With the engine running the minimum values should read:

2500 R.P.M. - 18.0 Volts A.C.

3000 R.P.M. - 22.0 Volts A.C.

3300 R.P.M. - 24.0 Volts A.C.

3600 R.P.M. - 26.0 Volts A.C.

If low or no voltage is experienced, replace the alternator. If the alternator puts out the minimum A.C. voltage, replace the diode.

3 Amp D.C. Alternator System - Rectifier Panel

This 3 amp system is readily identified by the rectifier panel in the circuit. The panel includes two diodes and a fuse for overload protection. The rectifier panel does not regulate the output of this system.

CHECKING THE SYSTEM: Check the fuse to determine if it is good. A continuity light or ohmmeter can detect a faulty fuse. Replace with a six (6) amp fuse if necessary. Determine if the diodes are functioning properly. A continuity light may be used to check diodes (diag. 74).

When replacing the diode in the rectifier panel, locate the undercut on one end of the diode and match it to the detent on terminal clip of the rectifier panel.

Test the D.C. output of the rectifier panel as follows:

-+

Disconnect the battery lead from the terminal of the rectifier panel. Use a D.C. voltmeter probe on the + battery terminal (diag. 75). Connect negative lead to engine ground.

Minimum values should read:

Green

74

D.C. VOLTMETER

2500 R.P.M. - 12.0 Volts D.C.

3000 R.P.M. - 14.0 Volts D.C.

3300 R.P.M. - 16.0 Volts D.C.

3600 R.P.M. - 18.0 Volts D.C.

If these minimum readings are noted, the system is okay. Check for bad battery, ammeter, wiring, etc.

If reading is less, proceed to make an A.C. output check. With the battery lead disconnected from rectifier panel, probe the A.C. terminals with the voltmeter on the A.C. scale (diag. 76).

Yellow

Yellow

FUSE
+	-
PROBE	TO ENGINE
	GROUND

75

(Continued on Next Page)

40

Minimum values should read: 2500 R.P.M. - 24.0 Volts A.C. 3000 R.P.M. - 29.0 Volts A.C. 3300 R.P.M. - 32.0 Volts A.C. 3600 R.P.M. - 35.0 Volts A.C.

If less than above output, generating coil assembly is defective.

NOTE: If there is no regulator in this system. The total output of the two diodes is three (3) AMPS.Ifthebatteryisovercharging(boiling and bubbling), reduce the D.C. input by one-half by removing one of the diodes.

RECTIFIER PANEL A.C.

MOUNTED ON VOLTMETER ENGINE

FUSE

76

3 Amp D.C. 5 Amp A.C. Alternator Models OVM/OVXL 12.5, OHV12.5-17.0

This unit combines a 3 Amp D.C. system used to charge a battery and a 5 Amp A.C. system used for lighting. Located in the red wire of the harness is a diode which converts the alternating current to direct current for charging the battery. The yellow wire provides the A.C. voltage for the lighting circuit.

A wire harness (part# 36588) may be added to the 3 Amp D.C./5 Amp A.C. charging system to power an electric clutch without the use of a battery. Test the diode in the harness by doing a continuity test (diag. 77).

Replace the diode if continuity exists after reversing tester leads or if no continuity is found.

CHECKING THE SYSTEM: To check the system, disconnect the plug and measure the D.C. voltage at the red wire terminal (diag. 75). Measure the A.C. voltage at the yellow wire terminal. With the engine running the minimum values should be:

RED LEAD DIODE

BLACK LEAD

3 AMP D.C.

5 AMP A.C.

77

(Continued on Next Page)

41

MODELS OVM/OVXL/OHV 3 Amp D.C. (Red wire)

2500 R.P.M. - 8.0 Volts D.C.

3000 R.P.M. - 11.0 Volts D.C.

3600 R.P.M. - 13.0 Volts D.C.

5 Amp A.C. (Yellow wire)

2500 R.P.M. - 8.5 Volts A.C.

3000 R.P.M. - 11.0 Volts A.C.

3600 R.P.M. - 13.0 Volts A.C.

Red

DIODE

Yellow

MODELS OHV 13.5 - 17.0 (3/5 Amp split) 3 Amp D.C. (Red wire)

2500 R.P.M. - 6.5 Volts D.C.

3000 R.P.M. - 9.0 Volts D.C.

3600 R.P.M. - 11.0 Volts D.C.

5 Amp A.C. (Yellow wire)

2500 R.P.M. - 15.0 Volts A.C.

3000 R.P.M. - 18.0 Volts A.C.

3600 R.P.M. - 22.0 Volts A.C.

If the above minimum values are noted, the system is okay. Check for defective lights, wiring or switches. If less than above values are noted, pull back the protective shrink tubing from the diode. Using an A.C. voltmeter, check the voltage between the alternator and diode as shown (diag. 79). If low or no voltage is experienced, replace the alternator.

D.C.

A.C. A C.

75

DIODE

Red

Yellow

79

DIODE

A.C.

80

42	(Continued on Next Page)

Models OVM/OVXL/OHV

(Read between Engine and Diode, diag. 81 & 82)

With the engine running the minimum values should read:

2500 R.P.M. - 20.0 Volts A.C.

3000 R.P.M. - 25.0 Volts A.C.

3300 R.P.M. - 26.5 Volts A.C.

3600 R.P.M. - 29.0 Volts A.C.

Models OHV13.5-17.0

(Read between Engine and Diode)

2500 R.P.M. - 17.0 Volts A.C.

3000 R.P.M. - 21.0 Volts A.C.

3600 R.P.M. - 24.5 Volts A.C.

If low or no voltage is experienced, replace the alternator. If the alternator puts out the minimum A.C. voltage, replace the diode.

A.C.

Red

DIODE

Yellow

81

3 Amp D.C. 5 Amp A.C. Alternator Models: H & HSK 50-60, HH50-60, HM & HMSK 70-80- 90-100, TVM125-140-170-195-220, TVXL195-220

This unit combines a 3 Amp D.C. system used to charge a battery and a 5 Amp A.C. system used for lighting. Located in the red wire of the harness is a diode which converts the alternating current to direct current for charging the battery. The yellow wire provides the A.C. voltage for the lighting circuit.

CHECKING THE SYSTEM: To check the system, disconnect the plug and measure the D.C. voltage at the red wire terminal (diag. 82). Measure the A.C. voltage at the yellow wire terminal. With the engine running the minimum values should be:

3 Amp D.C.

2500 R.P.M. - 8.0 Volts D.C.

3000 R.P.M. - 11.0 Volts D.C.

3600 R.P.M. - 13.0 Volts D.C.

Red

DIODE

Yellow

5 Amp A.C.
	D.C.
2500 R.P.M. - 8.0 Volts A.C.
3000 R.P.M. - 11.0 Volts A.C.
3600 R.P.M. - 13.0 Volts A.C.
	82
If the above minimum values are noted, system is
okay. Check for defective lights, wiring or switches.
If less than above values are noted, pull back the
protective shrink tubing from the diode. Using an
A.C. voltmeter, check the voltage between the alter-
nator and diode as shown (diag.83).

(Continued on Next Page)

43

All Models

With the engine running the minimum values should read:

2500 R.P.M. - 20.0 Volts A.C.

3000 R.P.M. - 25.0 Volts A.C.

3300 R.P.M. - 26.5 Volts A.C.

3600 R.P.M. - 29.0 Volts A.C.

If low or no voltage is experienced, replace the alternator. If the alternator puts out the minimum A.C. voltage, replace the diode.

A.C.

A C.

DIODE

Red

Yellow

83

3 Amp A.C. Lighting Alternator Models: H & HSK 30- 35, HS & HSSK 40, H & HSK 50-60, HH50-60, HM & HMSK 70-80-100, HHM80

Before making any exterior tests, check for an inoperative switch, shorted wires and burned out headlight and/or stop tail light. To check out the alternator, check the A.C. lead to ground (diag. 84).

With engine running the minimum values should read:

2500 R.P.M. - 8.0 Volts A.C.

3000 R.P.M. - 9.5 Volts A.C.

3300 R.P.M. - 10.5 Volts A.C.

3600 R.P.M. - 11.5 Volts A.C.

If the above minimum readings are noted, the alternator is okay. Check for defective lights, wiring or switches. If less than the above readings, the alternator is defective.

NOTE: ON OLDER POINT IGNITION SYSTEMS, THE A.C. OUTPUT LEADS ARE BLACK AND RED.

Yellow

HEAD & TAIL LIGHT

Green

Yellow

IGNITION GROUND

STOP LIGHT

84

44

5 Amp Alternator System Regulator-Rectifier Under Blower Housing

CHECKING THE SYSTEM: An open circuit D.C. voltage check cannot be made with this system. If a known good battery fails to maintain a charge, proceed in making an A.C. voltage test.

To do this, the blower housing must be removed, and the regulator-rectifier must be brought outside of the blower housing.

Disconnect the red D.C. output connector at the wiring harness (not at the regulator/rectifier) and connect the probes from an A.C. voltmeter to the wire terminals at the regulator-rectifier (diag. 85).

CAUTION: AT NO TIME SHOULD THE ENGINE BE STARTED WITH THE BLOWER HOUSING REMOVED.

With the engine running the minimum values should read:

2500 R.P.M. - 19.0 Volts A.C.

3000 R.P.M. - 23.0 Volts A.C.

3300 R.P.M. - 26.0 Volts A.C.

3600 R.P.M. - 28.0 Volts A.C.

If the minimum values are noted; the regulator- rectifier is defective. If less than above readings, the alternator is defective.

YELLOW

RED

NOTE: D.C. OUTPUT MUST BE DISCONNECTED TO PERFORM A.C. OUTPUT TEST.

A.C. VOLTMETER

CAUTION: BLOWER HOUSING MUST BE

INSTALLED WHEN RUNNING ENGINE

85

7 Amp Alternator System Regulator-Rectifier External to Engine

CHECKING THE SYSTEM: To check the system, disconnect the D.C. or B (+) wire at the switch end and measure D.C. voltage between the lead and ground (diag. 86).

With the engine running the minimum values should read:

2500 R.P.M. - 9.0 Volts D.C.

3000 R.P.M. - 11.0 Volts D.C.

3600 R.P.M. - 14.0 Volts D.C.

If the minimum readings are noted, system is okay.

D.C. VOLTMETER

B + TERMINAL WIRE

REGULATOR/RECTIFIER

MUST BE GROUNDED

86

(Continued on Next Page)

45

Check for a defective ammeter, wiring, etc. If less than the above readings, disconnect the plug from the regulator-rectifier, and insert the A.C. voltmeter probes in the two outside terminals (diag. 87).

With the engine running the minimum values should read:

2500 R.P.M. - 12.0 Volts A.C.

3000 R.P.M. - 14.0 Volts A.C.

3600 R.P.M. - 18.0 Volts A.C.

If the minimum readings are noted, the regulator- rectifier is defective. If less than the above readings, the alternator is defective.

A.C.

87

7 Amp Alternator System Regulator-Rectifier Under Engine Block Housing, Models: H50-60, HH50-60, HM70-80-100, HHM80, TVM125-140-170-195-220

In this system, the regulator and rectifier are combined in one solid state unit mounted under the blower housing of the engine.

Various types of regulator-rectifiers have been used on different applications. Test procedures for all types are the same. However, regulator styles are not interchangeable (diag. 88).

CHECKING THE SYSTEM: An open circuit D.C. voltage check cannot be made with this system. If a known good battery fails to maintain a charge, proceed in making an A.C. voltage test.

To do this, the blower housing must be removed, and the regulator-rectifier must be brought outside of the blower housing.

Keep the A.C. leads attached to the regulator- rectifier. Install the blower housing with the regulator- rectifier outside the housing. With an A.C. voltmeter probe the regulator as shown (diag. 89).

CAUTION: AT NO TIME SHOULD THE ENGINE BE STARTED WITH THE BLOWER HOUSING REMOVED.

With engine running, minimum A.C. voltage from lead to lead should be:

2500 R.P.M. - 16.0 Volts A.C.

3000 R.P.M. - 19.0 Volts A.C.

3300 R.P.M. - 21.0 Volts A.C.

3600 R.P.M. - 23.0 Volts A.C.

If the minimum readings are noted, the alternator is okay. If the system fails to charge a known good battery, the regulator-rectifier must be defective.

MAGNETO GROUND - GREEN

D.C. OUTPUT LEAD-RED

88

INSERT PROBES INTO

CONNECTOR SLOTS. DO

NOT REMOVE

CONNECTOR WIRES

		YELLOW
	CAUTION: BLOWER
	HOUSING MUST BE
	INSTALLED WHEN	RED
	RUNNING ENGINE

A.C. VOLTMETER

89

46

10 Amp A.C. Alternator

CHECKING THE SYSTEM: Unplug the connector at the wiring harness supplied by the OEM. Proceed to make an A.C. output check. Place one lead of the A.C. voltmeter into the center of the connector. Place the other lead to engine ground (diag. 90).

With the engine running the minimum values should read:

2500 R.P.M. - 16.0 Volts A.C.

3000 R.P.M. - 20.0 Volts A.C.

3300 R.P.M. - 22.0 Volts A.C.

If less than above output, the alternator assembly is defective.

A.C. OUTPUT

YELLOWA.C.

90

10 Amp Alternator System - Regulator - Rectifier-External to Engine

In this system, the regulator and rectifier are combined in one solid state unit.

CHECKING THE SYSTEM: To check the system, disconnect the D.C. or B (+) wire at the switch end and measure D.C. voltage between the lead and ground (diag. 91).

With the engine running the minimum values should read:

2500 R.P.M. - 13.0 Volts D.C.

3000 R.P.M. - 16.0 Volts D.C.

3600 R.P.M. - 20.0 Volts D.C.

If the minimum values are noted, the system is okay. Check for a defective ammeter, wiring, etc. If less than the above readings, disconnect the plug from the regulator-rectifier, and insert the A.C. voltmeter probes in the two outside terminals (diag. 92).

With the engine running the minimum values should read:

2500 R.P.M. - 16.0 Volts A.C.

3000 R.P.M. - 19.0 Volts A.C.

3600 R.P.M. - 24.0 Volts A.C.

If the minimum readings are noted, the alternator is okay.

D.C. VOLTMETER

B + TERMINAL WIRE

REGULATOR/RECTIFIER

MUST BE GROUNDED

91

A.C.

92

47

16 Amp Alternator System with External Regulator

CHECKING THE SYSTEM: An open circuit D.C. voltage check cannot be made with this system. If a known good battery fails to maintain a charge, proceed in making an A.C. voltage test.

Disconnect the red D.C. output connector at the wire harness and connect the probes from an A.C. voltmeter to the wire terminals at the regulator- rectifier (diag. 93).

With the engine running the minimum values should read:

2500 R.P.M. - 21 Volts A.C.

3000 R.P.M. - 26.5 Volts A.C.

3600 R.P.M. - 31.0 Volts A.C.

If the minimum values are noted, the alternator is operating properly. If less than the above values are noted, the alternator is defective.

20 Amp Alternator System

In this system, the regulator and rectifier are combined in one solid state unit which is mounted into the blower housing of the engine.

D.C. OUTPUT - RED

				SOLENOID		LIGHT
				GREEN		SWITCH
				MAGNETO
FUSE				GROUND
				BATTERY

AMMETER

REGULATED

D.C. OUTPUT

YELLOW

			RED
NOTE: D.C. OUTPUT MUST BE DISCONNECTED TO PERFORM
A.C. OUTPUT TEST.			93

GREEN

(MAGNETO SHUT-OFF)

YELLOW				YELLOW
				(A.C. LEAD)
(A.C. LEAD)

CHECKING THE SYSTEM: An open circuit D.C. voltage check cannot be made. If a known good battery fails to maintain a charge, proceed to make an A.C. voltage test.

Disconnect the plug leading to the regulator rectifier, and insert the A.C. voltmeter probes into the two outside terminals.

With the engine running the minimum values should read:

2500 R.P.M. - 32.0 Volts A.C.

3000 R.P.M. - 38.0 Volts A.C.

3600 R.P.M. - 45.0 Volts A.C.

If the minimum readings are noted, alternator is okay. If the system fails to charge a known good battery, regulator-rectifier must be defective.

YELLOW	A.C.

YELLOW

GREEN

RED

RECT./REG.

GREEN

(MAGNETO SHUT-OFF)

RED

(D.C. WIRE)

94

48

Typical Wiring Circuits
3 Amp D.C. / 5 Amp A.C. Alternator
Yellow		A
Red
	Diode	A
Starting Motor	A.C. Output Lead
	Yellow	D.C. Output
		LeadRed
		View A-A
		A.C.Output
Solenoid
Magneto Ground		(2) Headlights
Battery
		Switch
	Ammeter
		B
		M	KeySwitch
		S

D.C. Output

3 Amp Alternator (D.C.)

Magneto Ground Lead (Green)

6 Amp Fuse on Some	D.C. Output Lead (Red)
Early Models
Diode	View A-A
	A

HEAVY DUTY KEY SWITCH		A
OFF-MAGNETO TO GROUND
RUN-MAGNETO OPEN START-

S.BATTERY TO STARTER

M.

Green Insulation

B.

(-)

BATTERY

(+)

Red Insulation

49

Typical Wiring Circuits - continued

5 Amp Alternator System

D.C. Output Red										A
										A

Magneto Ground

Battery

Solenoid

Ammeter

Light, etc.

	Switch
	B	KeySwitch
	A
R	S M

D.C (+)

Fuse

7 AMP ALTERNATOR SYSTEMS

EXTERNAL REGULATOR-RECTIFIER

Magneto Ground Green	View A-A

	Green			A.C. Yellow
	Yellow
		A
	Yellow	A
					A.C.Output
	Solenoid
				Light, etc.
					A.C. Yellow
(+)
Battery				Switch	Battery - Red
				B	B
(-)	Ammeter	B	A
		R
			M	A.C.	B+ A.C.
		S
		D.C. (+)		Regulator/Rectifier

7 AMP & 12 AMP D.C.

REGULATED ALTERNATOR

	Provided by Tecumseh, Regulator/
	Rectifier Mounted and Located Under
	Blower Housing
	Green		A
	Red		A
	Solenoid		Light, etc.
		Switch
	+		Magneto
Battery			Ground
		(+)
		B
-	Ammeter		A
		R	M
		S	KeySwitch

D.C. (+)

50

Typical Wiring Circuits - continued

10 AMP ALTERNATOR SYSTEMS

	RemoteStop		Light
		A.C. Output Yellow	Switch	(2) Headlights
	Terminal
			Diode

+

Battery

	A.C.
	(Yellow
Yellow	Leads)
	A
	A
Green
Solenoid
	(+)

Magneto Ground (Green)

Light, etc.

Switch

	Solenoid
Starting		Resistor	1
		Ohm	20
Motor
	(+)	Watt
Magneto
Ground
	(+)	Ammeter
12V.	(+)
Battery	B	StarterKey
	MS	Switch
	(-)

A.C.Output

Double Pole

DoubleThrow

Switch

(+)

Electric

Clutch

-

	Ammeter	B A
		M
		R S

KeySwitch

A.C. B+ A.C.

Regulator/ Rectifier

D.C. Output - Red

16 AMP ALTERNATOR SYSTEMS

Fuse

Regulated D.C. Output

		Solenoid
Green			Light
Magneto		(+)
Ground
			Switch
	Battery	(+)
			B
		Ammeter	A
		R	M
			S

51

Typical Wiring Circuits - continued

20 AMP ALTERNATOR SYSTEMS
	Magneto Ground (Green)
Yellow
	A	A.C. Output (Yellow)
Green	A
		Magneto
		Ground
Solenoid
		Light, etc.
	(+)
	Switch
+
Battery
-
Ammeter	B		A.C.	A.C.
		A
			B+
	R	M
	S
			Regulator/
			Rectifier
	D.C. (+)	Fuse

ProvidedbyTecumseh, Regulator/Rectifier Mounted and Located Under Blower Housing

+

Battery

	Magneto
	GroundLead
	(Green)
				D.C. Output
Green				Lead (Red)
	A
Red	A
				Magneto
				Ground
Solenoid
		Light, etc.
	(+)
				Switch
-
	(+)
Ammeter				(+)
			B	A
	R	S	M
				Fuse

D.C. (+)

52

Peerless Identification

RIGHT ANGLE DRIVES

100 SERIES

A or B

700 SERIES

600 SERIES

A or B

900 SERIES

920 SERIES

930 SERIES

A

810SERIES

801SERIES

915 SERIES

A	2400 SERIES

2300 SERIES

A or B

A or B

SAMPLE (OLD STYLE)

MOD 506

PEERLESS

1 275 1374

1100 SERIES

1200 SERIES

A or B	A or B	A
	A

AA

2600 SERIES

2800 SERIES

910 SERIES

A

A

1300 SERIES

A

A

820 SERIES

2500 SERIES

			A
MST and VST
	SAMPLE (NEW STYLE)
	MST205- ooo		Specification Number
	l l l l l l l l l l		Manufacturers
			Requested Features

SERIAL 6 0 0 2

Individual Serial Number

Manufactured on the 275th Day

Manufactured in 1991

Serial Number Julian Date (The Second Day of 1996)

Identification Number Locations

Early Models were not identified with a model number on the unit.

THE MODEL NUMBER WILL BE FOUND ON: A. Metal tag or decal attached to unit as illustrated. B. Stamped on unit as illustrated.

53

Peerless Identification - continued

The recent warranty audit referenced in bulletin number “123” suggested we review the way our new Tecumseh/Peerless® models are identified. The review found improvements were needed in the identification system to make them standard with the new emission regulation’s requirements covering engine product and the “New ESA 157 Claim Form”.

As a result, we have changed the product ID tag to make it easier to read. Should this data be needed for service or warranty situations these improvements will make locating the needed model and specification information easier.

Example Numbers 1 and 2 below, show the present bar code labels currently being used. We have identified the important fields of information that is required for warranty claims.

In addition, a new easier to read bar code label (No. 3 below) is being introduced on all units provided after October 1, 1998. Again we have highlighted the information you are required to supply.

This information is critical for prompt warranty reimbursement to your shop, please pay close attention to this number.

MODEL NUMBER REQUIRED	SPECIFICATION NUMBER	MODEL NUMBER REQUIRED FOR	SPECIFICATION NUMBER
FOR WARRANTY	REQUIRED FOR WARRANTY	WARRANTY	REQUIRED FOR WARRANTY

PEERLESS 205 - 027C TECUMSEH

MODEL DATE SERIAL

205 - 027C8194A0048

1	D.O.M. (DATE OF MANUFACTURE)	2
	ORIGINALLY SERIAL NUMBER

PEERLESS

	MST - 206		-		502A				TECUMSEH
	6304A00013					NO.
	DATE MFG. SERIAL

D.O.M. (DATE OF MANUFACTURE) ORIGINALLY SERIAL NUMBER

MODEL NUMBER REQUIRED	SPECIFICATION NUMBER
FOR WARRANTY	REQUIRED FOR WARRANTY

	PEERLESS		VST - 205			-	020C
			7070A - 0005
			MODEL				SPEC
		D.O.M.
3
	D.O.M. (DATE OF MANUFACTURE)
	ORIGINALLY SERIAL NUMBER

"NEW TYPE"

TECUMSEH

54

Transaxle Troubleshooting

In-Line Shift Models (i.e. 800, 820, 915, 920, 930 MST)

Transaxle troubleshooting can be a mystery to many technicians, but by using a common sense approach that most technicians use for engine troubleshooting, the mystery will disappear and be replaced with confidence, skill and eventually, mastery of transaxle service.

Before you begin to take off the wheels (the hardest part of transaxle repair) check the associated equipment.

A.Check belts for proper adjustment.

B.Check for proper adjustment of brake, clutch, shifter and related linkages, etc.

C.Check pulleys for sheared keys and proper belt disengagement.

D.Check for proper shifting by removing drive belt. If transaxle does not shift freely it would indicate an internal transaxle problem.

After you have made all preliminary checks it may now become necessary to remove the transaxle from the equipment.

The first area to check after removing the transaxle cover is the shifting keys. The keys are the safety link to protect against serious gear damage. Check keys for breaks, cracks, stress marks, worn shift key ends and proper spring tension (diag. 95).

Check input bevel gears for excessive wear. If gears are damaged, the cover should be checked for distortion (diag. 96).

To properly troubleshoot and inspect the transaxle further, it is necessary to clean grease from parts during disassembly.

During disassembly check shifting gears and washers for proper assembly.

Check countershaft splines and splines on inner diameter of countershaft gears (diag. 97).

Check reverse sprockets for damaged teeth and if applicable, inner diameter spline area. Check chain for damage or excessive stretching.

Check differential ring gear and bevel gears for excessive wear. Bevel gears should be replaced as a set if any gear is damaged. When replacing snap rings, put flat side of snap ring against the thrust side of gear. Do not over stretch the snap rings when removing and installing (diag. 98).

Check axles and as applicable, axle bearings or transaxle case/cover for wear or damage.

95

96

97

98

55

Hard Shifting Transaxles and Drive Belts

Often hard shifting is blamed on an internal problem in the transaxle.

To determine if the problem is transaxle or equipment related make these simple checks.

1.Turn the unit off so that all power is removed to the transaxle

2.With the unit off move the shift lever through the shift gate. Movement of the lever should have only slight resistance. The shifting effort should be equal when the engine is off and when running. If the unit is difficult to shift the problem would be internal and the transaxle would need to be removed and repaired

3.If the unit shifts with ease, check the following areas that would be equipment related. Check to see if the belt is releasing from the pulley on the engine and transmission / transaxle, it may require that the belt guides be repositioned. The distance required from the pulley to the guide is typically 1/16" to 3/16" (1.6 mm - 4.8 mm), always check the O.E.M. specs.

4.Check to see if the pulley is damaged and may not be releasing the belt.

5.Make sure that the belt is the correct belt in case the customer has replaced it with a non original, possibly more aggressive belt.

6.Check the brake/clutch pedal to make sure that when the pedal is depressed that the idler pulley is releasing the belt tension before it applies the brake. If this does not happen the unit will still be under a load and be impossible to shift

7.The final area to check would be for damaged or binding shift linkage.

Hard shifting with the engine off could be caused by:

1.Shift linkage out of adjustment.

2.Corrosion in the transaxle or transmission.

3.Damaged shift keys, gears, or shifter brake shaft.

4.Belt guides missing or improperly adjusted (see equipment manufacturer specs.)

1/16" to 3/16" (1.6 mm - 4.8 mm)

THIS DIMENSION VARIES FROM EACH MANUFACTURER

Forproperdeclutchingtooccur,itisveryimportant that the engine belt guide be set at a predetermined gap (set by the manufacturer) and away from the belt with the belt engaged.

With clutch disengaged, it is very important that the belt blossoms away from the engine pulley. Belt must stop turning before transaxle shifting can occur.

56

VST Troubleshooting

The information on this page has been provided to help understand the internal operation of the VST. Do not use this information to attempt any internal repairs. Tecumseh's current policy on hydrostatic transaxles that have internal failures is to replace the complete unit. This has not changed. However, Tecumseh would like to provide a failure checklist to assist in making an accurate evaluation of the complete tractor to eliminate any unnecessary replacements. Here is a list of items to check and corrective actions to take.

To properly test the unit for power loss.

1.Allow the unit to cool before trying the following steps.

2.Put the shift lever in a position that is 1/2 of the travel distance from neutral to forward.

3.Place the tractor on a 17 degree grade.

4.Drive the tractor up the grade (without the mower deck engaged). The loss of power experienced should be approximately 20%. This is considered normal. If the loss of power is approximately 50%, this would be considered excessive.

5.Bring the unit to neutral, shift into forward and note the response. Care should be taken to move the lever slowly to avoid an abrupt wheel lift.

To determine if the problem is with the hydro unit, all external problem possibilities must be eliminated. Here are some potential problem areas.

1.Overheating: Heat can cause a breakdown in the viscosity of the oil which reduces the pressure used to move the motor. Remove any grass, debris, or dirt buildup on the transaxle cover and / or between the cooling fins and fan. Buildup of material will reduce the cooling efficiency.

2.Belt slippage: A belt that is worn, stretched, or the wrong belt (too large or wide) can cause belt slippage. This condition may have the same loss of power symptom as overheating. Typically, the unit which has a slipping belt will exhibit a pulsating type motion of the mower. This can be verified visually by watching the belt and pulley relationship. If the belt is slipping, the belt will chatter or jump on the pulley. If the belt is good, a smooth rotation will be seen. Replace the belt and inspect the pulley for damage.

3.Leakage: The VST and 1800 Series have two oil reservoirs which can be checked for diagnostic purposes. The first is the pump and motor expansion bellows, with a small diameter blunt or round nose probe, check the bellows depth through the center vent hole. Proper depth from the edge of that hole is 3-1/4 - 3-1/2 inches (8.25 - 8.9 cm).

The second chamber is for the output gears including the differential. FIRST make sure the tractor is level, then remove the drain/fill plug. NOTE: Some units that do not have differential disconnect will have two plugs. We recommend using only the primary plug. With a small pocket rule insert until you touch bottom of case. You can then remove it and check for 1/4 - 3/8 inches (6.5 - 9.5 mm) contact, this is full at its 8 oz. capacity.

4.Low ground speed: If the linkage is not synchronized to absolute neutral, or the shift lever is not properly fastened to the tapered control shaft, full forward travel may not be achieved. This may cause a false reading and be misdiagnosed as a low power condition. This also could be caused by the brake not releasing.

To determine absolute neutral, the hole in the tapered control shaft must face straight up and down, at this point make sure the OEM linkage is in neutral. To properly fasten the control lever to the shaft, torque the nut to 25-35 ft. lbs. (34 - 48.3 Nm) of torque with the shaft and the lever in neutral.

When attaching the shifter arm to the shaft you must prevent any rotation during torquing. This can be done by placing a long 5/16 bolt in the hole of the shaft. Hold the bolt until the tapers are locked and the nut torque is correct.

To make sure that the brake is not binding, drive the unit up a slight grade.. Position the speed control lever into neutral. The unit should coast backwards. If the unit does not coast back slowly, the brake is not released from the brake disk. Adjust the brake linkage to release the brake completely when the foot pedal is released.

5.Hard to shift: Typically hard to shift symptoms are not caused by the hydrostatic unit. The shift arm should move with relative ease. Approximately 40-50 inch lbs. (4.48 - 5.6 Nm) at the transaxle for foot pedal units or 150-200 inch lbs. (16.8 -22.4 Nm) for hand operated units. This varies depending on the type of linkage. Binding may occur in the linkage connections due to rust or moisture. Lubricating these connections and checking for bent or damaged parts should resolve hard shifting.

57

Peerless Torque Chart

TORQUE VALUE

	MODELS
PART	AFFECTED	IN-LBS	FT-LBS	Nm
Bolt 5/16-18 (Housing)	100 Series	228-264	19-22	25.8	- 29.9
Nut 5/16-18 (Drive Gear)	100 Series	120-156	10-13	13.6	- 17.7
Bolt 1/4-20 (Case to Cover)	600 Series	84-108	7-9	9.5 - 12.2
Bolt 5/16-18 (Axle Support Housing)	600 Series	156-180	13-15	17.7	- 20.4
Bolt 1/4-20 (Shift Lever Housing)	600 Series	84-108	7-9	9.5 - 12.2
Bolt 1/4-20 (Brake-Disc)	600 Series	84-108	7-9	9.5 - 12.2
Bolt 1/4-20 (Case to Cover)	800 & 900 Series
	(Except 820)	90-100	7.5-8.3	10.2	- 11.3
Bolt 1/4-20 (Brake-Disc)	800, 900 & MST Series	85-110	7.1-9.2	9.7 - 12.5
Bolt 5/16-18 (Case to Cover)	820 Series	180-216	15-18	20.4	- 24.5
Bolt 1/4-20 (Bearing Cap)	820 Series	90-100	7.5-8.3	10.2	- 11.3
Bolt 1/4-20 (Differential)	820 Series	84-120	7-10	9.5 - 13.6
Bolt 1/4-20 (Brake Disc)	820 Series	85-110	7.1-9.2	9.7 - 12.5
Bolt 5/16 x 18	1100 Series	180-216	15-18	20.4	- 24.5
Bolt 5/16 x 18	2800 Series	180-216	15-18	20.4	- 24.5
Bolt 1/4-20 (Case to Cover)	1200 Series	96-120	8-10	10.9	- 13.6
Bolt 1/4-20 (Shift Lever Housing)	1200 Series	84-108	7-9	9.5 - 12.2
Bolt 1/4-20 (Differential)	1200 Series	84-120	7-10	9.5 - 13.6
Bolt 1/4-20 (Case to Cover)	1300 Series	90-110	7.5-9.2	10.2	- 12.5
Bolt 1/4-20 (Differential)	1300 Series	84-120	7-10	9.5 - 13.6
Bolt 1/4-20 (Case to Cover)	1400 Series	96-120	8-10	10.9	- 13.6
Bolt 1/4-20 (Shift Lever Housing)	1400 Series	84-108	7-9	9.5 - 12.2
Bolt 1/4-20 (Differential)	1400 Series	84-120	7-10	9.5 - 13.6
Bolt 1/4-20 (Case to Cover)	2300 Series	96-120	8-10	10.9	- 13.6
Bolt 1/4-20 (Shift Lever Housing)	2300 Series	96-120	8-10	10.9	- 13.6
Bolt 5/16-18 (Axle Support Housing)	2300 Series	180-216	15-18	20.4	- 24.5
Bolt 1/4-20 (Differential)	2300 Series	84-120	7-10	9.5 - 13.6
Bolt 3/8-16 (Axle Support Housing)	2300 Series	240-312	20-26	27.2	- 35.4
Bolt 1/4-20 (Case to Cover)	2400 Series	96-120	8-10	10.9	- 13.6
Bolt 1/4-20 (Axle Support Housing)	2400 Series	96-120	8-10	10.9	- 13.6
Bolt 1/4-20 (Differential)	2400 Series	84-120	7-10	9.5 - 13.6
Bolt 5-16/18 (Case to Cover)	2500 Series	180-216	15-18	20.4	- 24.5
Bolt 3/8-16 (Differential)	2500 & 2600 Series	420-480	35-40	47.6	- 54.4
Bolt 1/2-13 (Axle Support Housing)	2500 & 2600 Series	720-780	60-65	81.6	- 88.4
Screws No. 10-24 (Cover)	R.A.D.	20-24	1.6-2	2.2	- 2.7
Bolts 1/4-20 (Retainer Cap)	R.A.D.	90-110	7.5-9.2	10.2	- 12.5

NOTE: On all units containing two jam nuts securing brake lever, hold bottom nut and torque top nut to 100 in. lbs.

Differential Bolts	7 ft. lbs. - 9.5 Nm
“T” Drive Bolt	8-11 ft. lbs. - 10.9 - 15.0 Nm
“T” Drive Cover Screw	20-24 in. lbs. - 2.24 - 3.7 Nm

58

Lubrication Requirement

PEERLESS LUBE CHART

RIGHT ANGLE

TRANSAXLES

TRANSMISSIONS

AND T DRIVES

Model

Model

Model

No.

Quantity

No.

Quantity

No.

Quantity

600

24 oz./710 ml Oil

2600

†

All Models

700

12 oz./355 ml Grease

Except *

4 oz./118 ml Grease

800

30 oz./887 ml Grease

700H

12 oz./355 ml Grease

*1408-P91

801

36 oz./1065 ml Grease

820

36 oz./1065 ml Grease

*1409-P91

2800

†

*1410-P91

900

26 oz./769 ml Grease

*3002

3 oz./89 ml Grease

910

18 oz./532 ml Grease

*3003

915

10 oz./296 ml Grease

*3028

920

30 oz./887 ml Grease

930

30 oz./887 ml Grease

*3029

1200

48 oz./1420 ml Oil ††

*3035

1000 Series

6 oz. / 180 ml Oil

1301

1305

32 oz./946 ml Oil

†††

1309

1100

16 oz./473 ml Oil

1313

DIFFERENTIALS

1302

1303

All Models

3 oz./89 ml Grease

1304

1306

TWO SPEED AXLE

1307

All Models

2 oz./59 ml Grease

1308

THREE

SPEED AXLE

1310

1311

All Models

2 oz./59 ml Grease

1312

1314

NOTICE

1315

44 oz./1301 ml Oil

Grease: Bentonite Grease

1316

Part Number 788067B

1317

1318

Oil: SAE E.P. 80W90 Oil

1320

Part Number 730229A

1321

1322

† Refer to O.E.M. Mechanic’s Manual for type of lubricant

1325

1328

†† To be filled through shift lever opening

1329

1319

††† Some 1000 Right Angle and T-Drives use Bentonite Grease.

1323

24 oz./710 ml Oil

1326

†††† Tecumseh's current policy on hydrostatic transaxles with

1327

internal failure, is to replace the complete unit. VST and 1800's

LTH

8 oz./240 ml Oil

have two separate reservoirs which can be checked for diagnostic

MST200

16 oz./473 ml Oil

purpose only. The output gear reservoir can be checked with a

VST205

††††

small pocket rule as outlined in the Motion Drive Systems Book.

and

1800's

Refer to Motion Drive Systems Book, 691218.

2300

64 oz./1892 ml Oil

2400

32 oz./946 ml Oil

2500

†

59

TECUMSEH 4-CYCLE LUBRICATION REQUIREMENTS

We often get questions from both customers and dealers regarding the type and brand of oil we recommend.

Tecumseh recommends the use of a high quality, brand name petroleum based oil in our engines. Very few air cooled engines have any type of oil filtration system, making regular oil changes critical to remove impurities from the engine and maximize engine life. Consult the operators or repair manual for the oil change interval and viscosity base on equipment operating temperature.

EUROPA MODELS *

VERTICALS			VERTICALS (CONT.)
	oz.	ml		oz.	ml
Vantage	21	630	Centura	21	630
Prisma	21	630	HTL	21	630
Synergy	21	630	BVS	21	630
Synergy "55"	27	810	HORIZONTALS
Spectra	21	630	BH Series	21	630
Futura	21	630	Geotec	21	630
			Series 35 - 50

TECUMSEH

4-CYCLE ENGINE OIL

NOTE: Vertical shaft engines with auxiliary PTO: 26 oz. / 700 ml

RECOMMENDATIONS

SUMMER (Above 320 F 0oC) SAE 30 PART #730225 Using multigrade oil may increase oil consumption. WINTER (Below 320 F 0oC) SAE 5W30 PART #730226 (SAE 10W is an acceptable substitute)

(Below 00 F -18oC) Only - SAE 0W30 oil is an acceptable substitute CLASSIFICATIONS: “SF”, “SG”, "SH", "SJ".

DO NOT USE 10W40
CAPACITIES:
Engine Model	ml	Oz.
All LAV, TVS, LEV, OVRM	630	21
ECV, TNT	630	21
V & VH50-70	810	27
TVM 125, 140	810	27
TVM 170-220	960	32
VM70-100, HHM80	960	32
VH100	1500	50
All VLV	810	27
OVM120, OVXL120, 125	960	32
Formula OHV11-13 without filter	960	32
Enduro OHV11-13 with filter	1170	39
Enduro OHV13.5 - 17 with filter	1800	61
Enduro OHV13.5 - 17 without filter	1650	55
Enduro VT (TVT) with filter	2366	80
Enduro VT (TVT) without filter	2129	72
H, HSK30-35	630	21
HS, HSSK40-50	630	21
H, HH, HSK50-70	570	19
OHH/OHSK50 - 70	630	21
HMSK, HM70-100	720	26
OHSK80-100	720	26
OHM120, OHSK110*-130	840	28
HH100,120, OH120-180	1560	52

*NOTE: Model OHSK110 with a spec. of 221000 and up, have a capacity of 26 oz. (720 ml.)

60

TECUMSEH 2-CYCLE ENGINE OIL REQUIREMENTS

The proper type and ratio of two cycle oil is critical to long life and low maintenance of the engine. The use of non certified oils and improper mix ratio’s can cause severe engine damage and possibly void warranty consideration.

The following is a list of 2 cycle engine oil classifications which are certified for use in Tecumseh 2 cycle engines:

•National Marine Manufactures Association, (NMMA), TC-WII or TC-W3

•American Petroleum Institute, (API), TC

•Japanese Automobile Standard Organization, (JASO), FB or FC

TWO-CYCLE FUEL/OIL MIX RATIOS

24:1

AV520 Types 670 & 653

AV600 Type 600-10 & Up

TC-TCH 200/300

MV100S

32:1

TVS600 All Types AH600

50:1

TVS / TVXL HSK840 - 850 HSK600 - 635

SEARS CRAFTSMAN TWO CYCLE OIL HAS BEEN TESTED AND APPROVED. ALL MODELS USE A 40:1 MIX RATIO ON ALL 2-CYCLE ENGINES EXCEPT TC'S WHICH USE A 24:1

2-CYCLE

ENGINE OIL

PART NO. 730227

TECUMSEH 2-CYCLE ENGINE OIL may be used in a variety of

2 cycle engines including: outboards, lawnmowers, snow- throwers, string trimmers, and edgers at any fuel/oil mixing ratio up to 50:1.

MIXES EASY

DOES NOT SEPARATE

PREMIUM BLEND FOR BOTH AIR AND

WATER COOLED ENGINES ENSURES

CYLINDER WALL LUBRICATION

ENGINE FUEL MIX

		U.S.	U.S.	METRIC	METRIC
			Amount of Oil		Amount of Oil
	Gasoline		To Be Added	Petrol	To Be Added
24:1	1 Gallon		5.3 oz.	4 Liters	167 ml
	2	Gallons	10.7 oz.	8 Liters	333 ml
32:1	1 Gallon		4 oz.	4 Liters	125 ml
	2	Gallons	8 oz.	8 Liters	250 ml
50:1	1	Gallon	2.5 oz.	4 Liters	80 ml
	2	Gallons	5.0 oz.	8 Liters	160 ml

61

Spark Plug Replacement

4-CYCLE SPARK PLUG

EUROPA MODELS

Service Number

34046

RL86C

† OHM120

* OVXL120,

‡OHSK110-130 * OVXL/C120

OVM120

* OVXL125

Note:

*OVXLmodelswithspecificationnos. 202700, 203000 and up, use RN4C.

†OHM 120 models with specification nos. 224000 and up, use RN4C.

‡OHSK 110, 120, 130 models with specification nos. 223000 and up, use RN4C.

Service Number

33636

RJ17LM

H30-80 HS40-50

HM70-100 VLV-all

Service Number

35552

RL82C

HH140-160

OH120-160

4-CYCLE SPARK PLUG

Service Number 29010007

J17LM

All Horizontal Models	Premier 153/173
BV	Prisma
BVL	Spectra
BVS	Synergy
Futura	Vantage
HTL	Centura
LAV	Legend

Service Number 29010023

RN4C

Premier 45/55	Synergy OHV	Futura OHV
Geotec OHV	Centrua OHV

Service Number 34645

RN4C

† OHM120	* OVXL/C120	OHV110-17
‡ OHSK110-130	* OVXL125	OVRM All
OVM120	OH180	TVT (V-Twin)
* OVXL120,	OHH/OHSK40-130	OHM90-110

*OVXL models with specification nos. below 202700 use RL86C.

† OHM 120 models with specification nos. below 224000 use RL86C.

‡ OHSK 110, 120, 130 models with specification nos. below 223000 use RL86C.

Service Number			Service Number
RJ8C	34277	35395
		RJ19LM
	HXL35
H22		ECV100-120		TNT120
H25	LAV25-50	HMSK70-100		TVS75-120
HH40-120	TVM125-220	HSK30-70		TVXL105
HHM80	TVXL170-220	HSSK40-50		TVXL115
HMXL70	V40-80	LEV80-120
HT30	VH40-100	TNT100
HT35	VM70-100	VSK100-120

2-CYCLE SPARK PLUG

Service Number		Service Number
611100	35395
RCJ6Y		RJ19LM
TC300		TVS840
TCH300		TVXL840

Service Number			Service Number
	611049		33636
RCJ8Y			RJ17LM
AH520	HSK850 HXL840		AV520
AH600	TC200		AV600
HSK600	TCH200		TVS600
HSK840	Type 1500
HSK845

2-CYCLE SPARK PLUG

Service Number 29010007

J17LM

AV85/125 TVS600

AV520/600

MV100S

NOTE: THE SERVICE NUMBERS LISTED BELOW WILL GIVE CORRESPONDING CHAMPION AND AUTOLITE SUBSTITUTIONS.

		Champion	Autolite
35395	-	RJ-19LM	458
35552	-	RL-82C	4092
34046	-	RL-86C	425
34645	-	RN-4C	403
33636	-	J-17LM	245
34277	-	RJ-8C	304
611100 -		RCJ-6Y	2974
611049 -		RCJ-8Y	2976

*NON CANADIAN APPLICATION

SPARK PLUG AIR GAP ON ALL MODELS IS

.030 (.762 mm)

3/8"	1/2"	3/4"
9.525 mm	12.700 mm	19.050 mm

NOTE:

Not all spark plugs have the same heat range or reach. Using an incorrect spark plug can cause severe engine damage or poor performance. Tecumseh uses all three of the reaches shown.

62

Head Bolt Torque Sequence

LEV, TVS75-120, H, HSK30-70, HS, HSSK40-50, V50-70, TVXL105-115, TVM125-140

Torque bolts in 50 in. lb. (5.5 Nm) increments.

HH, VH80-120

Torque bolts in 50 in. lb. (5.5 Nm) increments.

OVRM40-60, OHH, OHSK50-70

Torque bolts in 60 in. lb. (7 Nm) increments.

TVM-TVXL170-220, VM, HM, HMSK80-100 Torque bolts in 50 in. lb. (5.5 Nm) increments.

OHV11-17, OH120-180, OHM, OHSK, OVM, OVXL Torque bolts in 60 in. lb. (7 Nm) increments.

VLV40-6.75

Torque bolts in 50 in. lb. (5.5 Nm) increments.

63

Valve Clearance

			Valve Clearance (Cold)		* ±.002 (.05 mm)
		Engine Model	Intake Valve	Exhaust	Valve
		LAV35,50	.006"	.006"
		LEV80-120	(.004" - .008")	(.004" - .008")
		TVS75-120	.15 mm	.15 mm
		ECV & TNT100-120	(.10 - .20 mm)	(.10 - .20 mm)
		H30-35 & HS40-50
		VLV40-6.75	.006"* (.15 mm)	.006"* (.15 mm)
		TVT (V-Twin)	.004 (.10 mm)	.004 (.10 mm)
		TVM125-220
		V & VH50-70
		H & HH50-70	.010"* (.25 mm)	.010"* (.25 mm)
		HM70-100 & HHM80
		OHSK80-130, OHM, OVM120
		OVXL120 & OHV11-17	.004"* (.10 mm)	.004"* (.10 mm)
		HH100-120	.010"* (.25 mm)	.020"* (.5 mm)
		OH120-180	.005"* (.13 mm)	.010"* (.25 mm)
		OVRM40-6.75	.004"* (.10 mm)	.004"* (.10 mm)
		OHH/OHSK50-70
		HSK60-70	.006"* (.15 mm)	.006"* (.15 mm)
		HMSK80-100

Valve clearance is checked with engine cold and piston at T.D.C. of compression stroke.

NOTE:If the valve spring has dampening coils, it should be installed with the dampening coils away from the valve cap and retainers (opposite the keepers) or towards stationary surface.

DAMPENING COILS

LOCATED CLOSER

TOGETHER

THIS END TOWARD

STATIONARY SURFACE

64

Recoil Quick Reference Parts

During the past few years we have introduced you to several new styles of recoil assemblies. These recoils are used on all small and medium frame series engines. To assist you in making repairs, we have developed the quick reference illustrations below. By looking at the direction and style of ribs between the inner and outer parts of the pulley, you can use this chart to obtain the correct parts. Due to various ropes and housings, these parts will not be shown. Please consult the regular parts list for a complete illustration or replacement.

														7
															6
												4
													3
											5
								2
									1
		TYPE I
1	590599A	Spring Pin (Incl. No. 4)
2	590600	Washer
3	590696	Retainer
4	590601	Washer
5	590697	Brake Spring
6	590698	Starter Dog
7	590699	Dog Spring

											7
								6
								4
										3
									5
							2
									1
1	590599A	Spring Pin (Incl. No. 4)
2	590600	Washer
3	590679	Retainer
4	590601	Washer
5	590678	Brake Spring
6	590680	Starter Dog
7	590412	Dog Spring

4

NOTE: The pulleys are identical but the retaining system changes between these two.

							3
						2
								1
	TYPE II
1	590740	Retainer
2	590616	Starter Dog
3	590617	Dog Spring
4	590760	Locking Tab

			8
		7
		6		7	7
					6
		4		6
		3			2
					5
		5			3
					4
		2
					1
		1
1	590599A	Spring Pin (Incl. No. 4)	1	590409A	Center Screw
2	590600	Washer	2	590755	Washer
3	590696	Retainer	3	590754	Washer
4	590601	Washer	4	590753	Washer
5	590697	Brake Spring	5	590482	Brake Spring
6	590698	Starter Dog	6	590680	Starter Dog
7	590699	Dog Spring	7	590412	Dog Spring
			8	590757	Pulley

65

Tecumseh Flywheel Key Quick Reference

Identification Chart

Keys are drawn to full scale.

29410009	32589	611191	8446	650455	611054
Steel	Steel	Steel	Steel	Steel	Steel

610995	650496			610951			610961		30884
Steel		Steel			Steel		Aluminum		Steel
							Alloy

27902	611154	650592	611004	611107
Aluminum	Aluminum	Aluminum	Aluminum	Aluminum
Alloy	Alloy	Alloy	Alloy	Alloy

Crankshaft	611014A	Crankshaft
Timing Tabs		Timing Tabs	611032
	Point Ignition		Solid State
			Ignition

66

Primer Bulb Identification

Caution must be used when replacing carburetor primer bulbs. Using the wrong primer bulb could cause hard starting and operating problems. Currently, Tecumseh uses five different carburetor mounted bulbs. To avoid problems, use the Master Parts Manual for the correct application.

The primer bulbs offered feature two different shapes; derby and stepped (or hourglass).

STEPPED

INTERNALLY

VENTED

EXTERNALLY

VENTED

DERBY STYLE

INTERNALLY

VENTED

EXTERNALLY

VENTED

The stepped primer bulb is used to force a charge of air into the bowl through the atmospheric vent chamber. The sealing surface (as pictured), prevents air from going back into the air filter while priming.

	Foam element on	Sealing Surface
	externally vented bulbs
	are to prevent dirt
	ingestion.

67

Piston Ring Installation

Piston ring orientation: Compression rings may have either an inside chamfer or an outside notch. Inside chamfers always face up towards the top of the piston. Outside notches, which are generally the second compression ring always face down towards the skirt of the piston.

CHAMFER

1ST COMPRESSION RING

2ND COMPRESSION RING 3RD OIL CONTROL RING

EMISSION RINGS

1ST COMPRESSION RING

2ND COMPRESSION RING 3RD OIL CONTROL RING

The following is the two types of ring expanders used by Tecumseh:

Top View

Side View

This expander is always used behind the second compression ring.

This expander is always used behind the oil control ring.

68

Quick Reference for Dipsticks

	SCREW-IN DIPSTICK		LARGE SCREW-IN DIPSTICK		LARGE TWIST-LOCK
	FEMALE THR’D, PLASTIC TUBE		MALE THR’D, METAL TUBE
	SERVICE NO.	ID NO.	SERVICE NO.	ID NO.	SERVICE NO.	ID NO.
	35507	104	30140	21
					33894A	76
	35556	115	30272 (OBS)	92
					33950A (OBS)	74
	35561	116	30787 (OBS)	25
					33984A	82
	35576	108	31569A	85
					34011A	81
	35578	106 or 125	31904 (OBS)	86
					34048 (OBS)	25
	35582	105	32206 (OBS)	29
					34053A (OBS)	76
	35583 (OBS)	111	32909 (OBS)	42
					34122A	79
	35594	113	33055 (OBS)	42
					34178A	75
	35595	114	33068	45
					34249	90 or 101
	35598	110	33258 (OBS)	48
					34267	84
	35599	83	33336 (OBS)	76
					34313 (OBS)	89
	35611 use 35507	104	33358 (OBS)	88
					34319 (OBS)	86
	35639	106	33469 use 33764	54
					34675	92
	35648	107	33760 (OBS)	18
					34676	94
	35658	14	33761 (OBS)	63
					34763 (OBS)	95
	35700	117	33764	54
					34933	18
	35706 (OBS)	118	34012	65
					35163	99
	35822	96 or 124	34201 (OBS)	72
					35347	102
	35835	88	34227 (OBS)	84
	35843 (OBS)	103			SMALL SCREW-IN DIPSTICK
	35925	129
					SERVICE NO.	ID NO.
	35931	94	TUBE & GAUGE
					29668	18
	35940	130	ASSY.SERVICE NO. DIPSTICK
					29760	14
	35973	131	35836	35835
					30924A (OBS)	24
	35984	132
			35837	35576
					31297	25
	36064	123
			35842	35599
					31986 (OBS)	29
	36147	123
			36879	35582
					32969	40
	36205	133
					33069	76
	36223	134
					33070 (OBS)	88
	36259	124
					33604 (OBS)	86
	36366	135
					33758 (OBS)	48
	36593	137
					34165	68
	36640 use 36902	139
					34245	73
	36801	125
					35112 (OBS)	98
	36878	141
					35368 use 36879	76
	36902	139
					35888	120
	37246	91
					35941	126
	37421	143
					35942	127
	37426	125
					36678	138

NOTE: OBS abbreviation stands for obsolete

69

4 Cycle Quick Reference - Model Letter Designation

ECH - Exclusive Craftsman Horizontal

ECV - Exclusive Craftsman Vertical

H - Horizontal Shaft

HH - Horizontal Heavy Duty (Cast Iron)

HHM - Horizontal Heavy Duty (Cast Iron)

(Medium Frame)

HM - Horizontal Medium Frame

HMSK - Horizontal Medium Frame (Snow King)

HMXL - Horizontal Medium Frame (Extra Life)

HS - Horizontal Small Frame

HSSK - Horizontal Small Frame (Snow King)

HXL - Horizontal (Extra Life)

LAV - Lightweight Aluminum Frame Vertical

LEV - Low Emissions Vertical

OH - Overhead Valve Heavy Duty (Cast Iron)

OHH - Overhead Valve Horizontal

OHM - Overhead Valve Heavy Duty Horizontal

(Medium Frame)

OHSK - Overhead Valve Horizontal (Snow King)

OHV -	Overhead Valve Vertical (Medium
	Frame)
OVM -	Overhead Valve Vertical (Medium
	Frame)
OVRM -	Overhead Valve Vertical (Small Frame)
	(Rotary Mower)
OVXL -	Overhead Valve Vertical (Medium
	Frame) (Extra Life)
TNT -	Toro ‘N’ Tecumseh (Toro Exclusive
	Series)
TVEM -	Tecumseh Vertical European Model
TVM -	Tecumseh Vertical (Medium Frame)
	(Replaces V & VM)
TVS -	Tecumseh Vertical Styled
TVT -	Tecumseh Vertical Twin
TVXL -	Tecumseh Vertical (Extra Life)
V -	Vertical Shaft
VH -	Vertical Heavy Duty (Cast Iron)
VLV -	Vector Lightweight Vertical
VLXL -	Vector Lightweight Vertical (Extra Life)
VM -	Vertical Shaft (Medium Frame)
VSK -	Vertical Snow King

LOCATING AND READING ENGINE MODEL AND SPECIFICATION

THE FOLLOWING WILL BE NEEDED TO LOCATE PARTS FOR YOUR ENGINE.

Model	Specification		Serial (DOM)
ENGINE: TVM195	150288G		8150C
ENGINE MODEL		SPEC NO.	D.O.M (SERIAL NO)
TVM195		150288G	8150C

Typical Engine I.D. Label

THIS ENGINE MEETS 1995-1998 CALIF/US

EPA PH1 APPLICABLE EMISSION

REGULATIONS FOR ULGE ENGINES FUEL

REGULAR UNLEADED OIL SAE 30

TVM195 150288G (E)

STP318U1G2EA

318

8150 C

ENGINE	ENGINE MODEL
MODEL
NUMBER	NUMBER
LOCATIONS	LOCATIONS

70

4 Cycle Quick Reference for Spec. Numbers-To-Model Designation

HORIZONTAL4-CYCLEENGINES

15000 - H22

25000 - H25

26000 - OHH45

35000 - H30

35400 - HSK30

45000 - H & HT35

45400 - HSK35

47000 - HXL35

55000 - H40

55200 - HS & HSSK40

55500 - HSK40

55700 - H40

55800 - H40

55900 - HSSK40

65000 - H50

65300 - HSK50

67000 - HS & HSSK50

68000 - OHH50

68500 - OHSK50

69000 - OHH55

69500 - OHSK55

71100 - OHH60

71500 - OHSK60

71700 - OHH65

71900 - OHSK65

72500 - OHSK70

75000 - H60

76000 - HSK60

85000 - HH40

95000 - HH50

105000 - HH60

110000 - HH80

115000 - HH100

120000 - HH120

130000 - H70

130200 - HSK70

132000 - HM & HMSK70

132500 - HMXL70

140000 - HH70

146000 - ECH90

155000 - H & HM80

155000 - HMSK80

155800 - HM85

155900 - HM & HMSK85

156000 - HM90

156500 - HMSK90

159000 - HM & HMSK100

159900 - HMSK105

159950 - HMSK110

160000 - HH & OH140

170000 - HH150 & 160

170000 - OH160

175000 - OH120

180000 - OH180

190000 - HHM80

220000 - OHM120

221000 - OHSK110

222000 - OHSK120

223000 - OHSK90

223400 - OHSK110

223600 - OHSK120

223700 - OHSK125

223800 - OHSK130

224600 - OHM120

10000 - TNT100

12000 - TNT120

20000 - LAV25, OVRM55

20500 - OVRM105

21000 - OVRM60

21800 - OVRM60

22000 - OVRM65

30000 - LAV30

33000 - TVS75

40000 - LAV35

42000 - OVRM905 (SearsOnly)

42600 - OVRM40, OVRM45 (PremierEngine)

42900 - OVRM40 (HighTechLook)

43000 - TVS90

43600 - TVS90 (PremierEngine)

43700 - TVS90, TVXL90

43900 - TVS90 (HighTechLook)

44000 - TVS100

44600 - TVS100 (PremierEngine)

44800 - TVS100

46000 - TVS90, TVXL90

46600 - TVS90

48000 - TVS90

50000 - V40

50200 - LAV40

52600 - OVRM50, OVRM55 (PremierEngine)

52800 - OVRM50, OVRM55

52900 - OVRM50, OVRM55 (HighTechLook)

53000 - TVS105

53600 - TVS105 (PremierEngine)

53800 - TVS105

53900 - TVS105 (HighTechLook)

54000 - TVXL105

56000 - TVS105, TVS & TVXL115

56600 - TVS105, TVS115 (PremierEngine)

56800 - TVS115

56900 - TVS105, TVS115 (HighTechLook)

57000 - TVS & TVXL115

57600 - TVS115 (PremierEngine)

57800 - TVS115

57900 - TVS115 (HighTechLook)

60000 - V50, TVM125

61000 - TVS & TVXL115

61600 - TVS & TVXL115

61800 - TVS115

61900 - TVS115

62000 - LAV50

62100 - LAV50 & TVS115

63000 - TVS120

63200 - TVS120, TVEM120

63600 - TVS120 (PremierEngine)

63900 - TVS120 (HighTechLook)

66000 - TVS120

66100 - TVS120

70000 - V60, TVM140

80000 - VH40

90000 - VH50

100000 - VH60

VERTICAL 4-CYCLE ENGINES

125000 - V70

127000 - VM70, TVM170

127200 - TVXL170

135000 - VH70

145000 - ECV100

147000 - ECV105

148000 - VH80

149000 - VH100

150000 - V & VM80, TVM195

150200 - TVM & TVXL195

150500 - TVM195

151000 - ECV110, TVM195

151500 - TVM220

152000 - ECV120

157000 - VM100, TVM220

157200 - TVM & TVXL220

157400 - TVM220

200000 - OVM120

202000 - OVXL120, OVXL125

202200 - OVXL120 (I/C)

202300 - OHV11, OHV115

202400 - OVXL125

202500 - OHV115

202600 - OVXL125 (I/C)

202700 - OHV12, OVXL120 (Tec.1200)

203000 - OHV125, OVXL125 (Tec1250)

203200 - OHV13

203500 - OVXL125 (Tec.1250I/C), OHV13/135

203600 - OHV14/140

203800 - OHV145

204000 - OHV15/150

204200 - OHV16/160

204400 - OHV165

204500 - OHV155

204600 - OHV17/170

204800 - OHV175

206000 - OHV110

206200 - OHV115

206400 - OHV120

206600 - OHV125

206800 - OHV130

206900 - OHV135

335000 - LEV100

338000 - LEV100

338500 - VSK100

340000 - LEV100

345000 - LEV100

350000 - LEV115

355000 - LEV115

360000 - LEV115

361000 - LEV120

361400 - VSK120

400000 - VLV40

500000 - ULT, VLV B24, VLXL50, & VLV126

501000 - ULT, VLV, VLXL55, & VLV126

502000 - ULT, VLV60, VLV65, & VLV126

502500 - VLV65, VLV66

600400 - TVT691

71

Metric Conversions Factors (approximate)

Conversions TO Metric Measures

	Symbol	When You Know	Multiply By	To Find	Symbol
LENGTH	in.	inches	25.4	millimeters	mm
	in.	inches	2.54	centimeters	cm
	ft.	feet	30	centimeters	cm
	yd.	yards	0.9	meters	m
	mi.	miles	1.6	kilometers	km
MASS	oz.	ounces	28	grams	g
(weight)	lb.	pounds	0.45	kilograms	kg
VOLUME	tsp.	teaspoons	5	milliliters	ml
	Tbsp.	tablespoons	15	milliliters	ml
	fl. oz.	fluid ounces	30	milliliters	ml
	c	cups	0.24	liters	l
	pt.	pints	0.47	liters	l
	qt.	quarts	0.95	liters	l
	gal.	gallons	3.8	liters	l
	in³	cubic inch	16.39	cubic centimeters cc
TORQUE	in./lbs.	inch/pounds	.113	Newton meters	Nm
	ft./lbs.	foot/pounds	1.36	Newton meters	Nm
TEMP.	°F	Fahrenheit Temp.	subtract 32 then x .555	Celsius	°C

Conversions FROM Metric Measures

	Symbol	When You Know	Multiply By	To Find	Symbol
LENGTH	mm	millimeters	0.04	inches	in.
	cm	centimeters	0.4	inches	in.
	m	meters	3.3	feet	ft.
	m	meters	1.1	yards	yd.
	km	kilometers	0.6	miles	mi.
MASS	g	grams	0.035	ounces	oz.
(weight)	Kg	kilograms	2.2	pounds	lb.
VOLUME	ml	milliliters	0.0338	fluid ounces	fl. oz.
	l	liters	2.1	pints	pt.
	l	liters	1.06	quarts	qt.
	l	liters	0.26	gallons	gal.
	cm³	cubic centimeters	0.061	cubic inches	in³
TORQUE	Nm	Newton meters	8.85	inch/pounds	in./lb.
	Nm	Newton meters	.738	foot/pounds	ft./lb.
TEMP	°C	Celsius Temp.	x 1.8 then add 32	Fahrenheit Temp. °F
72

Tecumseh Parts