WISCONSIN MODEL VG4D

20RP.

FOREWORD
Good operation anda plannedmaintenance program as outlined in this manual are vital in obtainingmaximum engineperformance andlong enginelife. Theinstructions on the following pages havebeenwritten with this in mind,to give the operatora better understanding of the various problems whichmayarise, andthe manner in whichthese problems canbest be solved or avoided. Theoperatoris cautioned againstthe useof anyparts, other than genuine Wis-Con Total Power Corp.parts, for replacement or repair. These parts havebeen engineered andtested fortheir particular job, andthe useof anyother parts may result in unsatisfactory performance andshort enginelife. Wis-Con Total Power Corp.distributors anddealers, because of their close factory relations, canrenderthe best andmostefficient service. THE LIFE OF YOURENGINEDEPENDS ON THE CAREIT RECEIVES. The MODEL, SPECIFICATION and SERIALNUMBER of your engine must be given when ordering parts. The MODEL and SPECIFICATION number are on the nameplate. The SERIAL NUMBER is stamped either on the crankcase or the enginesidentification tag. Copy the MODEL, SPECIFICATION and SERIALNUMBER in the spaces provided below so that it will be availablewhen ordering parts.
t

MODEL

SPECIFICATION

SERIAL NUMBER

r
To insure promptandaccurateservice, the following informationmustalso be given: 1. State EXACTLY the quantity of eachpart and part number. 2. State definitely whether parts are to be shipped by express,freight or parcel post. 3. State the exact mailing address.

IMPORTANT
READTHESE INSTRUCTIONSCAREFULLY All points of operation andmaintenance have been covered as carefully as possible,but if further information is required,send inquiries to the factory for prompt attention. Whenwriting to the factory, ALWAYS GIVE THEMODEL, SPECIFICATION ANDSERIAL NUMBER of the enginereferred to.

Starting and OperatingNew Engines Careful breaking-in of a new engine will greatlyincrease its life and result in troublefree operation. A factorytest is not sufficient to establlishthe polished bearing surfaces, which areso necessary to the properperformance andlong life of an engine.These canonly be obtained by runninga newenginecarefully andunderreduced loads for a short time. Besurethe engine is filled to the proper level with a good quality engine oil. For properprocedures to follow when breaking-ina new engine,seeTesting Rebuilt Engine. Thevariousbearingsurfaces in a new engine have not been glazed,as they will be with continued operation, andit is in this periodof "running in" that specialcaremust be exercised, otherwise the highly desired glaze will never be obtained. A newbearing surface that has oncebeen damaged by carelessness will be ruined forever.

IlVlPORTAN

SAFE"

N()TICE

Properrepair is importantto the safe andreliable operationof an engine.This RepairManual outlines basic recommended procedures, some of whichrequire special tools, devicesor work methods. Improper repair procedures can be dangerous andcould result in injury or death. READ AND UNDERSTAND ALL SAFETY PRECAUTIONS AND WARNINGS BEFORE PERFORMING REPAIRS ON THIS ENGINE Warning labels havealso been put on the engines to provideinstructions andidentify specific hazards which,if not heeded, couldcause bodily injury ordeath to youor other per_sons. These labels identify hazardswhich maynot be apparentto a trained mechanic.Thereare many potential hazards for an untrainedmechanic andthere is no wayto label the engine againstall suchhazards.These warnings in the RepairManual andon the engineare indentified by this symbol:

Operations that mayresult only in enginedamage are identified in the RepairManual by this symbol:

&CAUTION
Wis-Con Total Power Corp. cannotanticipate every possible circumstance that might involve a potential hazard;therefore,the warnings in this manual are not all inclusive. If a procedure, tool, deviceorwork method not specifically recommended by Wis-Con Total PowerCorp., Industrial Product Division is used,youmust satisfy yourself that it is safe foryouandothers.Youshould also ensure that the enginewill not be damaged or made unsafeby the procedures you choose. IMPORTANT: The information, specifications and illustrations in this manual are based on information that was available at the time it was published. The specifications, torques, pressures of operation, measurements, adjustments, illustrations and other items can change at any time. Thesechanges can affect the service given to the product. Get the complete andmostcurrent information before starting anyjob. For parts, service, or information, contact Wis-ConTotal PowerCorp., Memphis,Tennessee.

WARNING

Mostsub-systems usedin conjunction with Wis-Con Total Power Corp. industrial engines including(but not limited to) radiators, hoses, fans, fuel tanks,fuel lines or otherfuel system components, batteries, electrical connections or other electrical components, clutches, transmissions, hydraulic pumps andgenerators, are not supplied by Wis-Con Total Power Corp. These items are providedby the manufacturer of the enditem in whichthe engineis used. Some of the dangersassociatedwith servicing such items are generally mentioned in this manual; however, the appropriate handbooks andsafety instructions provided by the manufacturer of the enditem shouldalways be consulted priorto the undertaking of anyworkon sub-systems attachedto the engine,to avoid any hazards inherent to thesesub-systems.

WARNING

Read andobserve all individual safety warnings as youusethis manual to operate,service or repair your engine. Alwaysexercise caution whenever workingwith an engineor any associatedsystem. Injuries maybe caused by lack of ,care when workingwith, or near, moving parts, hot parts, pressurized systems, electrical equipment, or fuel systems. Always weareye andhearing protection when workingon or near engines. Improper attire such as looseclothing, ties, rings, soft shoes or barefeet couldbe hazardous and should be avoidedwhen servicing engines. Useor serviceof the engine (includingthe useof modified parts or materials)not in accordance with manufacturers specifications could damage your engineor cause personalinjury.

Some equipment and materials used in the overhaul or maintenance of an engine such as machine tools, electrical equipment, compressed air, solvents, gasolineor other fuels may be dangerous andcan causeinjury. Always observesafety precautions.

111

SAFETY PRECAUTIONS
Never fill fuel tankwhileengne is running or hot; avoid thepossibilityof spilledfuel causing a fire. Always refuel slowlyto avoidspillage. When starting engine,maintaina safe distance from moving parts of equipment. Donot start enginewith clutch engaged. Donot spin hand crank when starting. Keep crankingcomponents dean andfree fromconditions whichmightcause the crankjaw to bind andnot release properly. Oil periodically to prevent rust. Never run enginewith governor disconnected, or operate at speeds in excess of 2400 R.P.M. load. Donot operate engine in a closedbuilding unless the exhaust is pipedoutside.Thisexhaust contains carbonmonoxide,a poisonous,odorless and invisible gas,which if breathed causes serious illness andpossible death. Never make adjustments on machinery while it is connected to the engine,withoutfirst removing the ignition cablefromthe sparkplug. Turning the machinery over by handduring adjusting or cleaning mightstart the engine andmachinery with it, causing serious injury to the operator. Precaution is the best insurance against accidents.

Keepthis bookhandyat all times, familiaHzeyourself with the operatinginstructions.

Model VG4D
3-1/2" Bore- 4" Stroke 154 cu. in. Displacement

CONTENTS
AccessoriesService Instructions ............................... Fuel Pump,FlywheelAlternator, Carburetor, Magneto, Solid State Ignition Distributors AirCleaners andPre-Cleaner ......................................... Battery Ignition -- Wiring and Timing Diagr=un ........... Carburetor Adjustment ................................................... Carburetor Service .......................................................... Zenith Model 87A8 ................................................... Charging System ............................................................. Clutch Power Take-Off ................................................... Clutch Adjustment .......................................................... Clutch Reduction Units .................................................. Compression -- Restoring .............................................. Cooling ............................................................................. Disassembly andReassembly ......................................... Air Shrouding ............................................................ Camshaft .................................................................... Camshaft Gear ........................................................... Carburetor and Manifold ........................................... Crankshaft (End Play) ............................................... 29 Horsepower ....................................................................... Ignition Switch .................................................................. Ignition System ................................................................. Illustrationof Engine andPower Unit.............................. Lubrication ........................................................................ Lubrication System ........................................................... Lubrication System -- Illustration ................................... Magneto Breaker PointAdjustment ............................... Magneto Ignition Spark .................................................. Magneto Service ............................................................. Fairbanks-Morse type FM-X4B7A ........................... Wico Model XHG-4 .................................................. Magneto Timing Diagram .............................................. 7 8 7 4 7 7 6 11 11 39 40 39 12

10 13 11 37 37 15 25

25 26 15 7 !8 19 24 20 19 23 Cylinder Block .......................................................... 22 Cylinder Head ............................................................ 20 Flywheel .................................................................... 19 Fuel Tank ................................................................... 19 Gear Cover ................................................................. 20 IdlerGear and Shaft ................................................... 20 Oil Pan ........................................................................ 21 OilPump ................................................................... 21 Piston, Ring andRod Clearance Chart...................... 23 Piston Rings ............................................................... 22 Pistons andConnecting Rods .................................... 21 Valves and Seat Inserts .............................................. 23 Distributor -- Battery Ignition ........................................ 13 Distributor andGenerator Maintenance .......................... 14 Distributor Timing .......................................................... 13 Electrical Wiring Diagram .............................................. 13 Engine Sectional Views .................................................... 5 Firing Order ..................................................................... 15 Flywheel Alternatorwith Solid State Regulation ........... 31 Fuel ................................................................................... 8 Fuel Pump and Priming .................................................... Fuel Pump Service .......................................................... Gasoline Strainer ............................................................ General Information andDesign ...................................... Governor Adjustment ..................................................... Hot Weather Operation .................................................... 8 30 11 7 24 16 3

12 Magneto Timing ............................................................. 14 Neon Lamp Timing ......................................................... Oil Filter ............................................................................ 9 Oil-- Grade of................................................................. 8 OilPressure ....................................................................... 8 Overheating, Keep Engine Clean ................................... 15 26 Reduction Gears .............................................................. Rotation ............................................................................ 7 Safety Notice ................................................................ ii-iii Safety Precautions ............................................................ 2 SafetySwitch -- High Temperature ............................... 15 Solid State Ignition ................................................... 13, 41 Spark Plugs ..................................................................... 15 Starting andOperating Instructions .................................. StartingandOperating New Engine .................................. Starting Procedure ............................................................ Stopping Engine-- VaporLockand Dieseling............... Storage ofEngine ........................................................... Testing Rebuilt Engine ................................................. Troubles -- Causes andRemedies ................................. Backfiring Through Carburetor ................................. Compression .............................................................. Engine Stops .............................................................. Ignition ...................................................................... Knocking ................................................................... Missing ...................................................................... Overheating ............................................................... Starting Difficulties ................................................... Surging or Galloping ................................................. Valves --Grinding andTolerances ................................ Valve Tappets ................................................................. Warm-Up Period-- Overspeeding .................................. 7 i 9 9 26 ]. 18 16 18 17 18 17 18 17 18 17 18 23 24 9

OIL BATH AIR CLEANER

CONTROL PANEL O~L FILLER AND BREATHER CAP

VARIABLE SPEED GOVERNOR CONTROL

FUEL PUMP

CYLINDER NUMBERS OIL DIP STICK - OPTIONAL BATTERY IGNITION DISTRIBUTOR FLYWHEEL SHROUD

FUEL STRAINER

OIL FI LTER IGNITION COIL OIL DRAIN PLUG OPEN ENGINE TAKE-OFF VIEW

AIR VENT HOLE FUEL TANK CAP

MUFFLER

FUEL TANK

OIL FILLER AND BREATHER CAP

OIL BATH AIR CLEANER CHOKE BUTTON

CYLINDER NUMBERS VARIABLE SPEED GOVERNORCONTROL OIL SABER ~--IGNITIONSWITCH FLYWHEEL SHROUD OIL FILTER

MAGNETO OIL DRAIN ~-~W POWERUNIT - LEFT HAND SIDE VIEW Fig. I MODEL VG4D OPEN ENGINE AND POWER UNIT 4

,m..

~~
SHROUD THRUSTPLUNGER MAIN BEARING SPLIT-SKIRT PISTON SPLllrTOWARD O~RECT~ON OFCRANKSHAFT ROTATEON CAM-GROUND PISTON ITE W~DE THRUST FACE OPPOS CRANKSHAFT ROTATION

OIL F~LLER ~ p~BREATHER CAP

rn r-

\OIL SABER CWL FILTER

O~L SPRAYNOZZLE OIL DRAIN PLUG TYPE "VG4D" 3~x4 4-CYLINDER AIR COOLED ENGINE

\\ \\ OIL SLINGER

\-OIL

PUMP

~- OIL STRAINER

NOTE: CYLINDERS, RINGS, PISTONS, PINS, TAPPETS, VALVES, CAMSHAFT, BEARINGS AND ETC. ARE LUBRICATED BY THE OIL SPRAY OR MIST THROWN OFF THE CONNECTING RODS AND CRANKSHAFT. OIL STRAINER

STANDARD LOCATION OF OIL GAUGE SABER OIL FILLER AND BREATHER CAP

OIL SPRAY NOZZL E S

OPTIONAL OF OIL GAUGE SABER OIL HEADER TUBE FULL AND LOW MARKS ON OIL GAUGE SABER

OIL FILTER

CRANKSHAFT OIL

SLINGER

TO OIL FILTER OIL OIL DRAIN PLUG OIL FILTER

OIL LINE TO GOVERNOR RETURN FROM INTO CRANKCASE

OIL PRESSURE RELIEF VALVE SET FOR 15 POUNDS PRESSURE

STRAINER SCREEN

WITH ENGINE AT OPERATING TEMPERATURE, OIL PRESSURE IN HEADER WILL BE APPROXIMATELY 5 POUNDS. AN OIL PRESSURE GAUGE IS NOT REQUIRED.

GENERALINFORMATION and DESIGN

Wisconsinengines are of the four cycle type, in which each of the four operations of intake, compression, expansion andexhaustrequiresacompletestroke. This gives onepower stroke per cylinder for each two revolutions of the crankshaft. COOLING Cooling is accomplished by a flow of air, circulated over the cylinders and heads of the engine, by a combination fan-flywheel encased in a sheet metal shroud. The air is divided and directed by ducts and baffle plates to insure uniform cooling of all parts. Never operate an engine with any part of the shroudingremoved - this will retard air cooling. Keepthe cylinder and head fins free from dirt and chaff. Improper circulation of cooling air will cause engine to overheat. CARBURETOR The proper combustible mixture of gasoline and air is furnished by a balanced carburetor, giving correct fuel to air ratios for all speeds and loads. IGNITION SYSTEM The spark for ignition of the fuel mixture is furnished by a high tension magneto driven off the ~:iming gears at crankshaft speed. The magneto distributor rotor turns at half-engine speed. The magneto is fitted with an impulse coupling, which makes possible a powerful spark for easy starting. Also, the impulse coupling automatically retards the spark for starting, thus eliminating possible kick back from engine while cranking. Battery ignition (12 volt) distributor is furnished place of magneto on engines equipped with flywheel alternator or belt driven generator. See Page 13. LUBRICATION SYSTEM(Fig. 3)

the power take-off end of the crankshaft. The flywheel end of the engine is designated the front end, and the power take-off end, the rear end of the engine. R.P.M. 1400 1600 1800 2000 2200 2400 HORSEPOWER Horsepower specified in the accompanying chart is for an atmospheric temperature of 60 o Fahrenheit at sea level and at a Barometric pressure of 29.92 inches of mercury. For each inch lower the Barometric pressure there will be a loss in horsepower of For each 10 temperature rise tion in horsepower of 1%. there drops, VG4D HORSEPOWER 25 29 32 34 36 37

will be a reducwill

For each 1000 ft. altitude above sea level there be a reduction in horsepower of 3~/~%.

The friction in new engines cannot be reduced to the ultimate minimum during the regular block test, but engines are guaranteed to develop at least 85 per cent of maximum power when shipped from the factory. The power will increase as friction is reduced during the first few days of operation. The engine will develop at least 95% of maximum horsepower when friction is reduced to a minimum. For continuous operation, shown as a safety factor. allow 20% of horsepower

STARTING and OPERATING INSTRUCTIONS

Engines that are enclosed in a sheet metal house, as shown in bottom view of Fig. 1. are called power units. Others are furnished without a house, as shown in top view of Fig. ], and are called open engines. On engines with a house, the side doors must always be removedwhenoperating. This is necessary for circulating cooling the engine. LUBRICATION sufficient air for

A gear type pump supplies oil to four nozzles which direct oil streams against fins on the connecting rod caps. Part of the oil enters the rod bearing through holes in the rods, and the balance of the oil forms a spray of mist which lubricates the cylinder wails and other internal parts of the engine. An external oil line from the oil header tube in the crankcase lubricates the governor and gear train. GOVERNOR A governor of the centrifugal flyweight type maintains the engine speed by varying the throttle opening to suit the load imposed upon the engine. These engines are equipped with either a fixed speed governor, a variable speed control to regulate the governed speed of the engine, or an idle control. ROTATION The rotation of the crankshaft is clockwise when viewing the flywheel or cranking end of the engine. This gives counter-clockwise rotation ~hen viewing

Before starting a new engine, fill the oil base with good *gasoline engine" oil, as specified in the *Grade of Oil" chart. Fill through the breather tube shown in Fig. 3, with 5 quarts of oil. For run-in of new engines, use same oil mended in Grade of Oil Chart. as recom-

After the engine has been run for a short time, the oil lines and oil filter will have been filled with oil. Shut off the engine and check the oil level by means of dip stick (oil gauge saber). If necessary, add enough oil to bring level up to the full mark. The standard dip

GRADE OF OIL SEASON OR TEMPERATURE Spring, Summer or Fall + 120F to + 40F Winter + 40F to + 15F + 15F to 0F Below Zero Use Oils classified GRADE OF OIL SAE 30 SAE 20-20W SAE 10W SAE5W-20 as Service SE, SF, SGor CC 5 Qts. 5 Qts. 4~ Qts.

Use only reputable, well knownbrands of REGULARGRADE gasoline. The gasoline should have an octane rating of at least 90. Low octane gasoline will cause the engine to detonate, or knock, and if operation is continued under this condition, cylinders will score, valves will burn, pistons and beatings will be damaged, etc. Be sure that air vent in tank cap is not plugged, as this would prevent fuel from flowing to the carburetor. FUEL PUMPand PRIMING (Fig. 4)

Newengine Crankcase Oil andfilter change Capacity Less- filter or filter change

stick location is below the oil filler-breather tube, but can be located on starting motor side upon request. Use only high-grade highly refined oils, corresponding in body to the S. A. E. (Society of Automotive Engineers) Viscosity Numbers in Crade of Oil Chart. SERVICE CLASSIFICATION OF OIL In addition to the S.A.E. Viscosity grades, oils are also classified according to severity of engine service. Use oils classified by the Americal Petroleum Institute as Serviae SE, SFor SG. These types ofoil are for engines performing under unfavorable or severe operating conditions such as: high speeds, constant starting and stopping, operating in extreme high or low temperatures and excessive idling. Follow summer recommendations housed in warm building. in winter if engine is

The diaghragm type fuel pump, furnished on engines with side mount or underslung fuel tanks, is actuated by an eccentric on the camshaft, as illustrated in cross section of engine, Fig. 2. Hand Primer for hand crank em2ine is an accessory furnished only upon request, and is a necessary funct.ion when starting a new engine for the first time, or when engine has been out of operation for a period of time. Gravity feed and electric start engines do not require hand priming~ Whenpriming, a distinct resistance of the fuel pump diaghragm should be felt when moving the hand lever up and down. If this does not occur, the engine should be turned over one revolution so that the fuel pump drive cam will be rotated from its upper position which prevents movement of the pump rocker arm. Assuming the gasoline strainer is empty, approximate~ ly 25 strokes of the primer lever are required to fill the bowl. See Fig. 4. After strainer bowl is full, an additional 5 to 10 strokes are required to fill the carburetor bowl. When carburetor is full the hand primer lever will move more easily. IGNITION SWITCH Magneto ignition is standard on this engine, with a lever type switch on the side of the magneto, which is always in the on or running position, except when pressed for stopping engine. See top view, Fig. 1.

Checkoil level every 8 hours of operation. The old oil should be drained and fresh oil after every 50 hours of operation. added

To drain oil, remove drain plug illustrated in Fig. 3. Oil should be drained while engine is hot, as it will then flow more freely. OIL PRESSURE At engine operating temperature, the oil pressure will be about 4 to 5 pounds per square inch, and due to this low pressure system, an oil pressure gauge is not required. When the engine is cold the pressure will be higher, and a relief valve is fitted to the oil pump so that under these conditions the maximum pressure will be limited to 15 pounds. FUEL These engines can be furnished with either a gravity feed tank mounted above the carburetor fuel level, a side mount tank, or tank mounted below the engine. In the latter two cases, a fuel pump is furnished. The fuel tank should be filled with a good quality gasoline free from dirt and water. The capacity of the tank is approximately 9 gallons. Some of the poorer grades of gasoline contain gum which will deposit on valve stems, piston tings, and in the various small passages in the carburetor, causing serious trouble in operating and in fact might prevent the engine from operating at all.

Fig. 4

On power unit engines, a push button ignition switch is mounted on the outside of the house panel at the flywheel end. See bottom view of Fig. I. V.hen starting engine, the ignition switch button is pulled out. To stop, push in. This will apply to both magneto and battery ignition systems.

STARTING
Caution: Maintain a safe distance from moving parts of equipment. Knowhow to stop the engine quickly in case of emergency. Caution: Do not operate engine in a closed building unless it is properly ventilated.

Racing an engine by disconnecting the governor, or by doinganything to interfere with the govemorcontrolled engine speed, is extremely dangerous. The governor is provided as a means for controlling the engine speed to suit the load applied, and also as a safety measure to guard against excessive speeds, which not only overstrain all working parts, but which might cause wrecking of the engine and possible injury to bystanders. All parts of the engine are designed to safely withstand any speeds which might normally be required, but it must be remembered that the stresses set up in rotating l~arts, increase with the square of the speed. That means that if the speed is doubled the stresses will be quadrupled; and if the speeds are trebled, the stresses will be nine times as great. Strict adherenceto the above instructions cannot be too strongly urged, and greatly increased engine life will r~sult as a reward for these easily applied recommendations. STOPPING ENGINE Magneto ignition engines, less house, have a lever type stop switch on the side of the magneto. On these, to stop engine, depress lever and hold down until engine stops. Power units and battery ignition engines, are furnished with an ignition switch, ~To Stot~ P,sh 1~" If the engine has been running hard and is hot, do not stop it abruptly from full load, but remove the load and allow engine to run idle at 1000 to 1200 R.P.M. for three to five minutes. This will reduce the internal temperature of the engine much faster, minimize valve warping, and of course the external temperature, including the manifold and carburetor will also reduce faster, due to air circulation from the flywheel. Two main troubles resulting from abruptly shutting off a hot engine are vapor lock and dieseling. Vapor lock will prevent the flow of fuel in the fuel lines and carburetor passages, which will result in hard starting. This can be overcome by choking the engine when cranking,or waiting until the engine has cooled off. Dieseling, is caused by the carbon and lead deposits in the cylinder head being heated up to such an extent that they continue to fire the engine and keep it running after the ignition has been shut off. By idling the engine for a few minutes the carbon and lead deposits cool off, break up, and will blow out thru the exhaust. If engine has a tendency to diesel, by suddenly setting the throttle wide open and at the same time shutting off the ignition, the engine will stop.

STARTING

PROCEDURE

1. Check crankcase oil level and gasoline supply. Open fuel shut-off valve in fuel strainer or tank. 2. Disengage clutch, if furnished. 3. Pull variable speed control T handle out about halfway and lock in place. With a two speed control, start in full load position--idle after engine starts. 4. Close choke by pulling choke button to extreme out position. 5. Pull out ignition Push In . 6. Depress starter switch button, tag reads To Stop

switch to start engine.

IMPORTANT: Do not crank engine for more than 30 seconds at a time if engine fails to start, wait about 2 minutes between cranking periods to prevent starter from over-heating. 7. After engine starts, push choke button in gradually as required for smooth running. Choke must be completely open (button in) when engine is warmedup. If flooding should occur, open choke fully by pushing choke button in and continue cranking. Less choking is necessary in warm weather or when engine is warm, than when cold. WARM-UP PERIOD The engine should be allowed to warm up to operating temperature before load is applied. This :requires only a few minutes of running at moderate speed. Racing an engine or gunning it, to hurry the wa~m-up period, is very destructive to the polished wearing surfaces on pistons, rings, cylinders, bearings, etc., as the proper oil film on these various surfaces cannot be established until the oil has warmed up and become sufficiently fluid. This is especially important on new engines and in cool weather. 9

MAINTENANCE
OIL FILTER A by-pass type oil filter is furnished on these engines, as shown in Fig. 3. except in a few cases where the use of other accessories prevents the mounting of an oil filter. The oil filtering cartridge should be replaced after every other oil change. If operating conditions are extremely dusty, replace cartridge after every oil change.

AIR

CLEANERS

The air cleaner is an essential accessory, filtering the air entering the carburetor and preventing abrasive dirt from entering the engine and wearing out valves and piston rings in a very short time. The air cleaner must be serviced frequently, depending on the dust conditions where engine is operated. Check hose connections for leaks or breaks; replace all b~ken or damaged hose clamps. Excessive smoke or loss of power are goodindications the air cleaner requires attention. The oil hath type air cleaner, illustrated in Fig. 5 is standard equipment on power units. On open engines, the oil bath air filter furnished is illustrated in Fig. 6. A dry element air cleaner is optionally available for both power unit and open engine. OIL BATH AIR CLEANER(Fig. 5)

OPTIONAL COLLECTOR TYPE P RE-CLEANERS

AIR

CLEANER

Fig. 6

Service daily or twice a day; if engine is operating in very dusty conditions. Once each week; in comparatively clean conditions. Remove oil cup from bottom of air cleaner and clean thoroughly, Add fresh oil to the level line indicated on cup, using the same grade oil as used in engine. Operating the engine under dusty conditions without oil in the air cleaner or with dirty oil, may wear out cylinders, pistons, rings and bearings in a few days time, and result in costly repairs. Once a year; or oftener in very dusty conditions, the air cleaner should be removed from the engine and the element, which is not removable, should be washed in a solvent to clean out accumulated dust and dirt. DRY ELEMENT AIR Service doily; squeeze CLEANER rubber duct unloader once or

twice a day to check for possible obstruction. gine is operating in very dusty conditions, cartridge and shake out accumulated dirt.

If enremove

Once each week; the filtering cartridge should be taken out and either dry-cleaned with compressed air or washed by repeated dipping for several minutes in a solution of lukewarm water and a mild non-sudsing detergent. Rinse in cold water from the inside out and allow to dry overnight before installing. Do not use gasoline, kerosene or solvent cleaning. - Do not oil element. After ten washings or one year of service, comes first, replace cart.ridge. PRE-CLE.&NER(Fig. 6) for

whichever

The collector type pre-cleaner, mounted to the top of the air cleaner, removes the larger dirt and dust particles before the air reaches the main air cleaner. Daily; clean bowl of accumulated dust and dirt. Do not use oil or water in pre-cleaner. This must be kept dry.

~UEL VALVE. BAIL

AIR CLEANER BOWL

Fig. 5

Fig, 7

10

GASOLINE STRAINER The gasoline strainer is very necessary to prevent sediment, dirt and water from entering the carburetor and causing trouble or even complete stoppage of the engine. This strainer has a glass bowl and should be inspected frequently, and cleaned if dirt or water are present. To remove bowl, first shut oil fuel valve, then loosen the knurled nut below bowl and swing the wire bail to one side. After cleaning bowl and screen, reassemble the parts, being sure the gasket is in good condition; otherwise use a new gasket. See Fig. 7, which shows the gasoline strainer mounted to the fuel tank of a power unit. On open engines, the strainer is mounted to the inlet of the fuel pump. CARBURETOR ADJUSTMENT
OPEN END VIEW

COIL CONDENSER _

~EASURE BREAKER POINT GAP WHEN OPEN. ADJUST TO .OI5 INCH BREAKER ARM LOCKING CONTACT SCREWS PLATE SLOT

ADJUSTING

The main metering jet in the carburetor is of the fixed type, that is, it requires no adjustment. The idle needle should be adjusted for best low speed operation, while carburetor throttle is closed by hand. For more information, see Carburetor Service Instructions in back of this book. MAGNETO BREAKER POINT ADJUSTMENT

OF FAIRBANKS-MORSE Fig. 9

MAGNETO

Magnetos are properly adjusted before leaving the factory. The breaker points on the Fairbanks-Morse magneto and on the Wico magneto should be .015" at full separation. If the spark becomes weak after continued operation, it may be necessary to readjust these points. To do this, first remove the end cover on the magneto. The crankshaft should then be rotated with the starting crank, (this also rotates the magneto), until the breaker points are wide open. The opening or gap should then be measured with a feeler gauge as shown in Fig. 8 and if necessary reset. To readjust points, first loosen the Iockin 9 screws on the contact plate enough so that the plate can be moved. Insert the end of a small screw driver into the adiusting slot at the bottom of the contact plate and

open or close the contacts by moving the plate until the proper opening is obtained, see tLes. ,~ c, id ~. After tightening the locking screws, recheck breaker point gap to make sure it has not changed. If it is found that the breaker points have become pitted or rough, they should be smoothed with a breaker point file before the above adjustments are made. Replace magneto end cover carefully so that it will seal properly. Do not force cover screws too tightly, otherwise cover may crack. For further information, see Fairbanks-Morse or Wico Magneto Maintenance Instructions in back of this book. MAGNETO iGNITION SPARK

If difficulty is experienced in starting the engine or if engine misses firing, the strength of the ignition spark may be tested by removing the ignition cable ?tom the spark plug and holding the terminal 1"8 inch

FEELER BREAKER ADJUSTING SLOT

Fig. 8

Fig. 10

11

N! I TERMINAL INDICATED ON END

N! 4

~
W~C MAGNET~ ENO CAP VIEW

CAP AS SHOWN. OTHER TERMINALS FOLLOW FIRING ORDER IN CLOCKWISE ATION

FIRING

ORDER I-5-4-2

MARK ON SHROUD FOR TIMING XMARKED VANE ON

MAGNET,

EDGE OF VANE IN LINE WITH MARK ON WHEN TIMING MAGNETO.

FAIRBANKS * MORSE MAGNETO END CAP VIEW

RUNNING SPARK ADVANCE FOR MAGNETO iGNITION (FOR CHECKING WITH NEON LIGHT

---~ ~

OF TIMING INSPECTION HOLE WHEN FLYWHEEL IS LOCATED AS INDICATED ABOVE.

Fig. 11, MAGN ETO TIMING DIAGRAM away from the cylinder head shroud or any other metal part of the engine, as shown in Fig. 10. Turn the engine over slowly by the starting crank, two complete revolutions, and watch for the spark discharge which should occur during the cycle, at the instant the impulse coupling on the magneto snaps. Repeat this check with each of the other ignition cables. If there is a weak spark, or none at all, check breaker point. opening as mentioned in preceding paragraph under Magneto Breaker Point Adjustment. If this does not remedy the trouble, it may be necessary to install a new condenser. See Magneto Manufacturers Maintenance Instructions in back of this book. MAGNETO TIMING The magneto is properly timed to the engine at the factory, but if for any reason it is necessary to retime the magneto, the following instructions will be helpful. First, remove the screen over the flywheel air intake opening by taking out the screws holding the screen in place. This will expose the timing marks on flywheel and shroud for timing magneto. See Fig. II. Next, remove the spark plug from No. 1 cylinder and turn the engine over slowly by the starting crank, at the same time holding a finger over the spark plug hole, so that the compression stroke can be determined by the air blowing out of the hole. The flywheel is marked with the letters DC near one of the air circulating vanes. This vane is further identified by an X mark cast on the end. See Fig. 11. When the air blows out of the No. 1 spark plug hole, continue turning the starting crank until the edge of the marked vane on flywheel is on line with the mark on the vertical centerline of the shroud as shown on Fig. 1l. Leave flywheel in this position. At this point the keyway for mounting the flywheel is also on top. Next, remove the inspection hole plug from the magneto timing opening, located in the gear cover as shown in Fig. 10. Assuming that the magneto has been removed from the engine, the following procedure should be followed before replacing magneto. The Number 1 cy!inder firing position of the magneto must be determined. Insert the ignition cable into the No. 1 tower terminal of the magneto end cap and hold the spark plug terminal at the other end, about 1/8" away from the magneto body. Turn the magneto gear in a clockwise rotation, tripping the impulse coupling, until the No. 1 terminal sparks, then hold the gear in this position. Mount the magneto to the engine, meshing the gears so that when the magneto is in place, the gear tooth marked with an X will be visible through the lower half of the inspection hole in the gear cover. See Timing Diagram, Fig. ll. Tighten the nut and capscrew for mounting the magneto to the gear cover, making sure the magneto

12

BATTERY II---~1~" /~ I DISCHARGE I j~ SWITCH CHARGE~ ~_~ ~~(" , ~ SPARK

PLUGS

AMMETER

u.-~
STARTER SWITCH

~ ~

; .........
I i

~o~e
~WITCH r~

....
~ I

AUTOMATIC] CHOKE

SOLENOID STARTING SWITCH FOR REMOTESTARTING IN PLACE 0F STARTER SWITCH (OPTIONAL)

HI-TEMPERATURE ~ 5~FETY SWITCH ~WHEN SPECIFIEO)

~HALF-SPEED "NEGATIVE

DISTRIBUTOR ILLUSTRATED"

GROUND CIRCUIT

Fig. 12, BATTERY IGNITION- WIRING ANDTIMINGDIAGRAM flange gasket is in place. No. 1 terminal is identified on the magneto cap. The other terminals follow the firing order of 1-3-4-2 in a clockwise direction viewing cap end. Leads from magnetoshould be connected to spark plugs of corresponding numbers, see "Firing Order" paragraph. When magnetois properly timed the impulse coupling will snap whenDe- X markedvane of flywheel lines up with the mark on flywheel shroud, whichindicates the centerline of the No. 1 and 3 cylinders. This can be checkedby turning cranlcshaft over slowly by hand. The impulse will also snap ever}, 180 of flywheelrotation thereafter. . To checktiming with a neon light, the Thespark advanceis 23 rtmningspark advanceis indicated by a 1/8" diameter hole on the flywheel shroud, 23 or 3-7/16 inches, before centerline of the No. 1 and 3 cylinders. See fig. 11. The end of the X marked vane should be whitenedfor this operation. Themagneto rotates at crankshaft speed in a clockwisedirection whenviewingdrive gear end. Therotor turns at half enginespeed. DISTRIBUTOR - BATTERY IGNITION Onengines equippedwith FlywheelAlternator o:r direct mounted Generator,battery ignition is used in place of magnet()ignition. Thedistributor is of the automatic advancetype, and rotor turns at one-half engine speed in a counter-clockwise direction. Fig. 15 illustrates an early style distributor whichis mom~ted to the end of the generator. Newer engines with Flywheel Ahemator or belt driven alternator have the distributor mountedto an adapter attached to the gear cover. The spark advance for normal speeds is 23, the same as for magneto ignition. Engine must be running at 2000 R.P.M. or over whenadjusting spark advance. ELECTRICAL WIRING CIRCUIT Note: Beginning with engine serial No. 3979526the standard wiring circuits for all 12 volt electrical equipment is negative groundpolarity, in place of the previously furnished positive ground. All 6 volt systems remain positive ground. The wiring diagram, Fig. 12, illustrates a negative ground circuit. If polarity of generator is for a positive groundcircuit (engines built previous to serial No. 3979526, terminal connectlons at ammeter,ignition coil and battery are just reversed from those illustrated. SOLID STATE IGNITION DISTRIBUTORS

ManyWisconsin engines are now being equipped with a solid state ignition distributor. Detailed troubleshooting and repair information can be found in the rear section of this manual. For repair parts, see your VG4D Illustrated Parts Catalog. DISTRIBUTOR TIMING Remove screen over the flywheel air intake opening. This will expose the timing marks on flywheel shroud, also the vane on flywheel, markedby an X and the letters De. See Fig. 13. Next, remove the spark plug from No. 1 cylinder and turn engine over slowly by the starting crank, at the sametime hold a finger over the spark plug hole to determine the compression stroke. Upon reaching the compression stroke, continue turning crank until the leading edge of the marked vane on the flywheel is in line with the centerline mark on the flywheel shroud of the No. 1 cylinder. See Fig. 13. TheNo. 1 piston is on top dead center in this position. Remove distributor cap. The centerline of the distributor rotor should be in line with the center of the notch in the distributor housing. No. 1 cylinder is ready to fire in the retarded timing position, whenthe distributor rotor is in this position, See Fig. 14. If distributor rotor is not in the above mentionedposition, withdrawthe entire distributor. Remove distributor rotor and take off the dust cover to expose the breaker points. Mountrotor back on distributor shaft. Assemble distributor with the distributor rotor in line with the notch in the distributor housing, as shownin Fig. 14, and the primary terminal pointing toward the generator circuit breaker. See Fig. 15. Be sure that advance arm lockscrew, Fig. 14, whichis mountedto the distributor clampis tight, as a manual spark advance is not used with these engines.

13

CENTERLINE MARK OF No. 1 CYLINDER

ED ~NE /HEEL

RUNNING SPARK ADVANCE TIMING HOLE FORCHECKING WITH NEON LIGHT Fig. 13 TURN CLOCKWISE AS INDICATED BY ARF NOTCH IN DISTRIBU1

Fig. 15 i terminal tower on the distributor is in line with the notch in the distributor body, Terminal sequence is 1-3-4-2 in a counter-clockwise rotation. See Fig. 15. NEON LAMP TIMING The engine should be timed to the 23 advancedposition at not less than 2000 R.P.M. Check timing with a neon lamp connected in series with No. 1 spark plug. Chalk or paint the end of the X marked vane on the flywheel, white. Then with the engine operating at 2000 R.P.M. or over, allow the flash from the neon lamp to illuminate the whitened vane. At the time of the flash, the leading edge of the vane should line up with the running spark advance timing hole on the flywheel shroud, sec Fig. 1~. If it does not, the advance arm clamp screw should be loosened as shown in Fig. 1 l, and the distributor body turned slightly clockwise or counter-clockwise, as required, until the white flywhee/ vane matches up with the advance timing hole. Be sure advance arm clamp is then carefully tightened. If the engine is running below 2000 R.P.M. when timing, the automatic advance in the distributor will not be fully advanced and damages to the engine may result when the engine is operated at higher speeds. Mount flywheel screen if removed. For convenience, a 3/8" dia. hole was added to screen rim to check timing without removing screen. DISTRIBUTOR AND GENERATOR MAINTENANCE

)ISTRIBUTOR R~OR BREAKER P~D~INTS JUST BERING TO DIS

Fig. 14 %),ith the advance arm clamp screw loose, turn the distributor body slightly in a counter-clockwise rotation so that the breaker points are firmly closed. Then turn the distributor body in a clockwise rotation until the breaker points are just beginning to open, See Fig. /~, At this point a slight resistance can be felt as the breaker point cam strikes the breaker point arm. Tighten advance arm clamp screw. The No. 1 cylinder is now ready to fire in the retarded position, with the centerline of the distributor rotor in line with the center of the notch in the distributor body as shown in Fig. 14. The breaker point gap should be .018 to .022 inches. This opening should be checked before the distributor body is set, otherwise any adjustment made to the breaker point opening will change the ignition advance. Replace distributor dust cover. If care is exercised in the above operations, the spark timing should be accurate enough for satisfactory operation, however, checking spark advance with a neon lamp, as described in ,~eon Lamp Timing is recommended. The four ignition cables from the distributor should be connected to the proper spark plugs. The cylinder shroud covers are marked for identification. The No.

The distributor breaker point gap should be .018 to .022 inches. To readjust breaker point gap, turn engine over by means of the starting crank until the distributor breaker arm rubbing block is on a high point of the cam. Loosen the stationary contact lock. nut and screw fixed contact, in or out, until correct gap is obtained. Tighten locknut and recheck gap. The generator and distributor should be periodically lubricated and inspected for external conditions which would affect their operation. It is recommended that the generator oiler, below the primary terminal of the distributor, located be given

14

3 to 5 drops of medium engine oil every 50 hours. Every 50 hours of operation, the oiler on the side of the distributor base should have 3 to 5 drops of medium engine oil added and the grease cup given one complete turn. Use a high melting point grease. Every 100 hours apply 3 to S drops of medium engine oil to the felt in the top of the cam sleeve. Do not over-lubricate. CHARGING SYSTEM

ders so that compression will be weak, causing difficulty in starting. To remedy this condition, remove the sparkplugs andpour about a fluid ounce of crankcase oil through the spark plug hole into each cylinder. Turn engine over several times with the hand crank to distribute oil over the cylinder walls. Assemble spark plugs and compression should be satisfactory. HIGH TEMPERATURE SAFETY SWITCH As a safety precaution against overheating, engines can be equipped with a high temperature switch mounted to the cylinder head at the No. 2 spark plug. When cylinder head temperature becomes critically high, the safety switch will automatically stop the engine by shorting out the ignition system. A waiting period of about 15 minutes will be required before the switch has cooled off sufficiently to re-start the engine. An overheated engine will score the cylinder walls, bum out connecting rod and crankshaft bearings, also warp pistons and valves. The cause of the overheating condition will have to be remedied before the engine is re-started. See Engine Overheats paragraph in Troubles, Causes and Remedies section. KEEP ENGINE CLEAN - PREVENT OVERHEATING (Agricultural and Industrial Engines) This engine is cooled by blasts of air which must be allowed to circulate all around the cylinders and cylinder heads to properly cool the engine and thereby keep it in good running condition. If dust, dirt or chaff is allowed to collect in the cylinder shrouding or in the V between the cylinders, it will retard the flow of air and cause the engine to overheat. Keep flywheel screen and rotating screen clean, so as not to restrict the intake of cooling air. With reference to Fig. 17; follow the cleaning and maintenance instructions pointed out, to obtain trouble free and satisfactory engine performance.

Engines can be equipped with a 10 amp, 25 amp, or 30 amp flywheel alternator system or a 37 ampbelt driven alternator. Instructions are located in rear of this manual. FIRING ORDER

The firing order of the cylinder is 1-3.-4-2, and the magneto and battery type distributor rotate at onehalf engine speed, as is the case with conventional in line engines. The intervals between the firing of the cylinders is 180 o. No. 1 cylinder is the one nearest to the flywheel in the leftbank of cylinders, when viewed from the flywheel end of the engine. No. 3 cylinder is the other cylinder in this bank. No. 2 cylinder is the one nearest to the flywheel in the right bank of cyiinders and No. 4 is the other cylinder in this bank. The cylinders are numbered from 1 to 4 on the air shroud near the spark plugs. See Fig. 1. The flywheel end of the engine is designated the front, and the power take-off end, the rear of the engine. SPARKPLUGS, Fig. 16

Incorrect gap, fouled or worn spark plug electrodes, will have an adverse affect on engine operation. Remove spark plugs periodically, clean, regap or replace if necessary. Thread size is 18 mm. Spark plug gap - 0.030 of an inch. Replacement plugs must be of the correct heat range, like Champion No. D-16J, AC No. C86 commercial. Tighten spark plugs, 25 to 30 foot pounds torque. RESTORING COMPRESSION In a new engine or one which has been out of operation for some time, oil mayhave drained off the cylinSET GAP

Fig. 16

Fig. 17

15

1. Remove these covers frequently and clean out all dust and chaff. Be sure to replace covers. 2. Open these covers frequently and clean dust and chaff. Be sure to close covers. 3. Keep this and chaff. space between cylinders free out all of dust

uretor, preventing the flow of fuel, engine.

thus stopping the

If an engine is stopped by vapor lock, there will be considerable difficulty in starting the engine again, until it has cooled off sufficiently to overcome the vapor lock, and thus allow the fuel to flow normally. Vapor lock, or a hot inlet manifold and carburetor, which will vaporize the fuel too rapidly, resulting in an over rich mixture, are the main reasons for hard starting of hot engines. This condition is more apt to occur with four cylinder, rather than with one or two cylinder engines. The following suggestions will help considerably to overcomethese hard starting problems: If the engine has been running hard and is hot, do not stop it abruptly from full load, but remove the load and allow engine to run idle at 1000 to 1200 R.P.M. for three to five minutes, depending on how hot the engine has been. This will reduce the internal temperature of the engine much faster than stopping the engine, and of course the external temperature, including the manifold and carburetor, will also reduce faster. [~-21NCH WIDE SAW GUT TOREDUCE O TEMPERATURE

4. Read instructions on this air cleaner regarding its care. This is important. The entire pre-cleaner and air cleaner should be removed from the engine at least once a year, and washed in a cleaning fluid to clean out dirt gathered in the back fire trap in the top part of the air cleaner. 5. Replace this oil filter cartridge every other oil change. If operating conditions are extremely dusty replace cartridge every oil change. Be sure that your replacement is a Wisconsin Micro-Fine filter. 6. Do not allow shrouding to become damaged or badly dented as this will retard air flow. Never operate engine with air shrouding removed.This will retard air cooling. Always keep all parts of the engine clean. This will prolong engine life, and give more satisfactory operation. Every 4 to 8 hours, depending on dust conditions, check air cleaner and change oil. See Page 10. Every 8 hours check crankcase oil level. Keep filled to full marl: on oil gauge saber, but no more. See tigo 3. Every 50 hours, drain crankcase and refill oil. See Lubrication, Pages 6 and 7. with fresh

SUGGESTION FOR CONTINUOUS HOT WEATHER OPERATION

The intake system of a gasoline engine is designed so that the fuel may be vaporized and mixed with the correct amount of air for proper combustion in the cylinders. To vaporize the fuel, a certain amount of heat must be supplied to the intake manifold. The temperature of the air to the carburetor varies considerably between summer and winter weather, so that in designing the intake manifold a happy medium must be chosen for the amount of heat supplied. This heat is usually taken from the exhaust manifold through a connection called a hot spot, between the two manifolds. The size of this hot spot is very important. If it is too small, insufficient heat will be supplied to the inlet manifold and carburetor in cold weather, and poor vaporization of fuel and irregular operation of the engine will result, with loss of power. If the hot spot is too large, the inlet manifold and carburetor will be too hot in summer weather and this will result in heating the engine unnecessarily, and there will also be loss in power. There might also result, some vapor lock, due to overheating the fuel in the carburetor, or in the fuel feed lines to the carburetor. Vapor lock is fuel in a gaseous state, in the fuel lines or in the smaller passages in the carb-

Fig. 18 In extreme cases, four-cylinder engines which operate mainly in hot weather, can be benefitted by reducing the width of the hot spot between the inlet and exhaust manifolds, to about one half or less, by sawing in from each side with a hack saw. The width of the hack saw cut (about 1/32 inch)is sufficient to reduce the heat flow and reduce inlet manifold and carburetor temperatures, and improve hot starting conditions. See Fig. 18.

TROUBLES CAUSES ANDRE/~EDIES

Three prime requisites are essential maintaining satisfactory operation gines. They are: to starting of gasoline and en-

1. A proper fuel mixture in the cylinder.

16

2. Goodcompression in the cylinder. 3. Goodspark, properly timed, to ignite the mixture.

COMPRESSION Compression check with a commercial compression test gauge can show whether or not an engine has faulty compression. TYP does not consider it practical to publish a PSI compressionfigure because of the variables involved: engine condition, methodof testing, and RPM of test. Our recommendationis that whatever gauge test is performed, a 10%variance between cylinders would indicate leaking rings, leaking valves or any of the following: Cylinder dry due to engine having been out of use for sometime. See Restoring Compression, Page 15. Loose spark plugs or broken spark plug. In this case a hissing noise will be heard when cranking engine, due to escaping gas mixture on compression stroke. Dzunaged cylinder head gasket or loose cylinder head. This will likewise cause hissing noise on compression stroke. Valve stuck open due to carbon or gumon valve stem. To clean valve stems, see "Valves, Page 22. Valve tappets adjusted with insufficient clearance under valve stems. See "Valve Tappet Adjustment, Page 24.

If all three of these conditions do not exist, the engine cannot be started. There are other factors which will contribute to hard starting; such as, too heavy a load for the engine to turn over at a low starting speed, a long exhaust pipe with high back pressure, etc. These conditions may affect the starting, but do not necessarily mean that the engine is improperly adjusted. As a guide to locating any difficulties which might arise, the following causes are listed under the three headings: Fuel Mixture, Compression,and Ignition. In each case, the causes of trouble are given in the order in which they are most apt to occur. In many cases the remedy is apparent, and in such cases no further remedies are suggested.

STARTING DIFFICULTIES
FUEL MIXTURE No fuel in tank or fuel shut-off Fuel pump diaphragm worn out, supply carburetor with fuel. Carburetor not choked sufficiently, gine is cold. See Choke, Page 8. valve closed. so pump does not especially if enwith free

Piston rings stuck in piston due to carbon accumulation. If rings are stuck very tight, this will necessitate removingpiston and connecting rod assembly and cleaning parls. See "Piston and Connecting Rod" Page 21. Scored cylinders. This will require reboring of the cylinders and fitting with newpistons and rings. If scored too severely, an entirely new cylinder block may be necessary. IGNITION See ,tlagneto Ignition Spark Page ll or DistributorBattery Ignition, Page 1.3. No spark may also be attributed to the following: Ignition plugs. cable disconnected cables, from magneto or spark

Water, dirt; or gum in gasoline interfer:ing flow of fuel tc carburetor.

Poor grade or stale gasoline that will not vaporize sufficiently to form the proper fuel mixture. Carburetor flooded, caused by too m u c h choking, especially if engine is hot. See "Chol~e, Page 8, Dirt or gum holding float needle valve in carburetor open. This condition would be indicated if fuel continues to drip from carburetor with engine standing idle. Often tapping the float chamber of the carburetor very lightly with the wood handle of a screw driver or similar instrument will remedy this trouble. Do not strike carburetor with any metal tools, it may cause serious damage. Also if the mixture in the cylinder, due to flooding, is too rich, starting may be accomplished by continued cranking, with the carburetor choke open. If, due to flooding, too much fuel should have entered the cylinder in attempting to start the engine, the mixture will most likely be too rich to burn. In that case the spark plugs should be removed from the cylinders and the engine then turned over several times with the starting crank, so the rich mixture will be blown out through the spark plug holes. The choke on the carburetor should of course be left open during this procedure. The plugs should then be replaced and starting tried again. To test for clogged fuel line, loosen fuel line nut at carburetor slightly. If line is open, fuel should drip out at loosened nut.

Broken ignition Ignition

causing short circuits.

cables wet or soaked. broken.

Spark plug insulators

Spark plugs wet or dirty. Spark plug point Condensation gap wrong. See Page I5.

on spark plug electrodes. breaker points pitted or fused. breaker arm sticking. condenser leaking or grounded. Timing, Page Page 12,

Magneto or Distributor Magneto or Distributor Magneto or Distributor

Spark timing wrong. See llagneto or Distributor-Battery Ignition, ENGINE MISSES Spark plug gap incorrect. Worn and leaking ignition

See Page 15. cables. Page II,

Weak spark. See llagneto Ignition Spark, or Distributor-Battery Ignition, Page 13.

17

Loose connections

at ignition

cable. or worn.

~iagneto or Distributor ~Vater in gasoline. Poor compression.

breaker points pitted

Engine overheated heading.

due to causes

under

previous

Worn or loose piston pin. ,~ee Compression, Page 17. ENGINE BACKFIRES THROUGH CARBURETOR

ENGINE SURGES OR GALLOPS Carburetor flooding. Governor spring hooked into wrong hole in lever. ,gee G~ernor ldjustment, Page 24. Governor rod incorrectly adjusted. See Governor Adjustment, Page 24. ENGINE STOPS Fuel tank empty. Water, dirt or gum in gasoline. Gasoline vaporized heat around engine gine, f~age 9. in fuel lines due to excessive (Vapor Lock). See Stopping

Water or dirt in gasoline. Engine cold. Poor grade of gasoline. Sticky inlet valves. See Valves, Page 22.

Overheated valves. Spark plugs too hot. See Spark Plug, Page 15. Hot carbon particles in engine.

DISASSEMBLY AND REASSEMBLY OF VG4DENGINE

Engine repairs should be made only by a mechanic who has had experience in such work. When disassembling the engine it is advisable to have several boxes available so that parts belonging to certain groups can be kept together, such as, for instance, the cylinder head screws, etc. Capscrews of various lengths are used in the engine, therefore great care must be exercised in reassembly so the right screw will be used in the various places, otherwise damage may result. Tighten the cap screws and nuts of the manifolds, cylinder heads, gear cover, oil pan, connecting rods, cylinder blocks, main bearing plate and the spark plugs to the specified torque readings indicated in the following paragraphs of reassembly. While the engine is partly or fully dismantled, all of the parts should be thoroughly cleaned. Remove all accumulated dirt between the fins.

Vapor lock in fuel lines or carburetor due to using winter gas (too volatile) in hot weather. Air vent hole in fuel tank cap plugged. Engine scored or stuck due to lack of oil. Ignition ENGINE troubles. Fee Ignition, Page 17.

OVERHEATS supply low. Replenish immediately. Timing, Page 13.

Crankcase oil

Ignition spark timed wrong. ,See "~lagneto Page 12, or Distributor-Battery Ignition, Low grade of gasoline. Engine overloaded. Restricted cooling air circulation.

Part of air shroud removed from engine. Dirt between cooling fins on cylinder Engine operated in confined is continually recirculated, too hot. Carbon in engine. Dirty or incorrect Restricted exhaust. grade of crankcase oil. or head.

space where cooling air consequently becoming

If it is desired to disassemble the engine, the following order should be substantially adhered to. As disassembly progresses, the order may be altered somewhat if desired, as will be self-evident to the mechanic. Reassembly of the engine should be made in the reverse order. TESTING REBUILT ENGINE An engine that has been completely overhauled, such as having the cylinders rebored and fitted with new pistons, rings and valves, should go through a thorough "run-in" period, before any amount of load is applied to the engine. The engine should be started and allowed to run for about one-half hour, at about 1200 to lzt00 R.P.M. without load. The R.P.M. should then be increased to engine operating speed, still without load, for an additional three and one-half to four hours. The proper "running-in" of the engine will help to establish polished bearing surfaces and proper clearances between the various operating parts and thus add years of trouble free service to the life of your engine.

Engine operated while detonating due to low octane gasoline or heavy load at low speed. ENGINE KNOCKS Poor grade of gasoline Fuel, Page 8. Engine operating or of low octane rating. See

under heavy load at low speed. in cylinder head. Page

Carbon or lead deposits

Spark advanced too far. See .~Iagneto Timing, 12, or Distributor-Battery Ignition, Page 13. Loose or burnt out connecting rod bearing.

18

ACCESSORIES The air cleaner, oil filter, magneto, and if an electric starter and generator are used, these should be removed first. Remove clutch or clutch reduction unit if engine is equipped with either of these accessories. SHEET METAL HOUSE On power units, engines which are enclosed in a sheet metal house, remove the muffler and canopy first. Disconnect air cleaner, choke, governor control and instrument wires at the front house panel. The front panel can be removed as part of l:he flywheel shroud, as explained in the following paragraphs of disassembly. FLYWHEEl_ After the flywheel screen has been removed, drive out the starting crank pin in the crankshaft and remove the flywheel nut and washer.

C~ IDER HEAT DEFLECTOR

YLINDER EAD COVER LOWERCYLINDER SHROUD Fig. 20

EL SHROUD

Fig. 19 The flywheel is mountedto a taper on the crankshaft. Take a firm hold on the flywheel fins, pull outward and at the same time strike the end of the crankshaft with ababbitt hammer,see Fig. 19. Theflywheel will slide off the taper of the crankshaft. Do not use a hard hammer as it may ruin the crankshaft and bearings. Whenreassembling the flywheel, I~: sure the Woodruff key is in position on the shaft and that the keyway in the flywheel is lined up accurately with the key. T~!ghtenflywheel mounting nut to 95-110foot pounds torque.. AIR SHROUDING

GEAR COVER Fig. 21

FLYWHEEL SHROUD

On power units, remove the front end panel as shown in Fig. 2l, together with flywheel shroud. Disassemble rear end panel, as shown in Fig. 22, complete with fuel tank. Balance of shrouding can now be readily removed. FUEL TANK If a side mount gasoline tank is used, this should be removed next. See Fig. 23. CARBURETOR AND MANIFOLDS The carburetor and manifold can be removed as a complete unit as shown in Fig.

To disassemble air shrouding, refer to Fig. 20. First remove cylinder head covers and the screw,,; mounting the flywheel shroud to the lower cylinder shrouds and cylinder heat deflectors; then remove the screws holding the flywheel shroud to gear cover.

19

The cylinder head must be removedif it is necessary to regrind valves, or to do work on the piston rings or connectingrod. All of the cylinder headscrews are plainly in view and can be easily removed. Screws of different lengths are used but these can be properly reassembled according to the various lengths of cylinder head bosses. Before reassemblingthe cylinder head, all carbon and lead deposits should be removed.It is recommended that a new cylinder head gasket be used in reassembly, as the old gasket will be compressed and hard so that it maynot seal properly. Usea mixture of graphite and oil on the cylinder head screws, the prevent them from rusting tight against the cylinder block. Tighten cylinder head screws, 28 - 32 footpounds torque. After complete assembly and engine is run-in, re-torque head screws. GEAR COVER
Fig. 22

FUEL TANK REARHOUSEPANEL

Disconnect the governor linkage and removethe governor assembly. Remove gear cover screws and drive out the two dowelpins as shown in Fig. 25. The gear cover can then be taken off, exposingthe timing gears as shownin Fig. 26. In reassembly, tighten gear cover capscrews, 16 - 18foot pounds torque.

Fig. 23

Fig. 25

CAMSHAFT GEAR Removethe three capscrews and lockwashers which hold the gear to the end of the camshaft. Note that the mounting holes in the camshaft gear are staggered in such a manner that the gear can be assembled to the shaft only one way which will automatically time the gear to the shaft. Pry the gear off the camshaft using a screwdriver or similar wedgetool. IDLER GEAR AND SHAFT Remove the Allen head set screw on the magneto

Fig. 24

In reassembly, tighten the nuts for mounting the manifolds to 32-35 foot pounds torque. Tightening beyondspecification maycause the flanges to break.

2O

CAMSH

EAR

GOVERNORGEAR

TI ~ING RKS CF,ANI~ IAF[ G EAR ID -ER G -AR Fig. 28

OIL PUMPGEAR Fig. 26 IDLER GEAR GEAR PULLI BO AR VER

~" PIPE

PLlU~

~CLEN HEAD ALLEN HEAD SET S :REW lOCATED IN CRANK 3ASE Fig. 27 side of the crankcase which locks the idler shaft in position. With the use of a gear puller, the idler shaft and idler gear assembly can be removed from the crankcase. Sc~ Figl 27. In reassembly; allow .003" to .004" clearance betweenidler gear and stud collar. OIL PAN (Fig. 28) Fig. 29 PISTONS and CONNECTING RODS (Figs. 30, 31, 34)

OIL

By means of a 9/16" socket wrench, loosen and re~ move the hex locknuts from connecting rod bolts. Then, by tapping the ends of the bolts lightly, the connecting rod cap will break free from the bolts. Scrape off all carbon deposits that might interfere with removal of pistons from upper end of cylinder. Turn crankshaft until piston is at top, then push connecting rod and piston assembly upward and out thru top of cylinder. Be careful not to mar the crank pin by allowing the rod bolts to strike or scrape across it. Place caps on rods immediately so that they will not be mismatched in reassembly. Be sure that shims (used in babbitt bearing rods), are in place before cap is put on. NOTE: This model engine was originally furnished with babbitt cast connecting rod bearings. Shell bearing rods are now being used for current production engines, and are interchangeable with babbitt bearing rods for service replacement. Care should be taken in reassembly to mount bearings properly. The cap should be assembled to the rod so that the locating

The engine can now be inverted to that the supports and oil pan can be removed. In reasserably; mount deep end ofoil pan toward oil pump. Tighten mounting :screws, 8-11foot pounds torque. OIL PUMP(Fig. 29)

Removelocknut and driver gear from shaft. If gear is too tight to remove by hand, use a puller; hammering on end of shaft to loosen gear will damage pump. Take out slotted pipe plug from bottom of crankcase. By means of a 5/32 inch Allen wrench, remove lock* screw from pipe plug hole. Withdraw oil pump from inside crankcase. If pump fits too tight to remove by hand, tap front of pump housing (not shaft), with hammer and brass rod.

21

LOCATING LUGS

STAMPED NUMBERS

SHELL BEARING Fig. 30

PLACE OPEN END OF RING ON PISTON FIRST AS SHOWN Fig. 32 UPPER ENDOF PISTON

COMPRESSION RINGS

|iii~ SCRAPER RING OIL RING

Fig. 33 piston. Oil the pistons, rings, wrist pins, rod bearings and cylinder walls before assembly. OIL CAUTION: Identical numbers are stampedon the side of the rod with its corresponding cap. These numbers must be on the same side of the connecting rod when mounted in engine. Be sure that oilhole in connecting rod cap is facing towardthe oil spray nozzle, as illustrated in Fig. 31. Install new nuts on connecting rod bolts and torque 28-32 foot pounds. PISTONRINGS(Figs. 32, 33, 34)

Fig. 31 lug of both bearing halves are on the same side as illustrated in Fig. 30. Refer to chart, Fig. 34, for clearance between bearing and crank pin. The piston skirt is cam.ground to an elliptical contour. Clearance between the piston and cylinder must be measured at the center of the thrust face at the bottom of the piston skirt. Refer to Chart, Fig. 34, for proper clearance. The thrust faces on the piston skirt are 90 from the axis of the piston pin hole, with the wide sect)on of the piston skirt toward the maximum thrust side, or opposite the crankshaft rotation. ,See Engine Sectional, Fig. 2. The VG4Dwas originally designed with split-skirt pistons which were mounted with the split toward the direction of crankshaft rotation (clockwise facing flywheel end). In reassembly; be sure piston and connecting rod assemblies are put back into the same bore from which they were removed. Use a suitable ring compressor and stagger the piston ring gaps 90 o apart around the

If a ring expander tool is not available, install rings by placing the open end of ring on piston first, as shown in Fig. 32. Spread ring only far enough to slip over piston and into correct groove, being careful not to distort ring. Install bottom ring first and work toward the head of the piston, installing top ring last. Each piston has two compression rings, a scraper ring with expander, and an oil control ring. The outer diameter of the top compression ring is chromeplated. Mount scraper ring with scraper edge down, otherwise oil pumping and excessive oil consumption will result. See Fig. 33 for the correct ring placement. CYLINDER BLOCKS from between the

Clean all dirt and foreign deposits cylinder fins and manifold ports.

22

PISTON TO CYLINDER AT PISTON SKIRT

SPLIT-SKIRT .004 to .005"

CAM-GROUND .0037 to .0042" ,010 to ,020" .0015 to .0035" .0015 to .0035" .002 to .004" .0005 to .0011"

size pistons and rings. In reasserably, use newgaskets and tighten cylinder block mounting nuts to 56-62 foot pounds torque.

PISTON RING GAP PISTON RING SIDE CLEARANCE tN GROOVES TOP RING 2nd, 3rd RING OIL RING

VALVESand SEAT INSERTS (Fig.

35)

PISTON PIN TO CONNECTING ROD BUSHING PISTON PIN TO PISTON CONNECTING ROD TO CRANK PIN - SIDE CLEARANCE CONNECTING ROD SHELL BEARING TO CRANK PIN DIA. (VERTICAL) CONNECTING ROD BABBITT BEARING TO CRANK PIN

.0000to.0008"
tight .009 to .016" .0013to .0035" .0015 to .0028"

Remove tappet inspection cover and compressvalve springs witha standard automotive valvelifter. Wedge a rag into the opening at the bottomof valvechamber so the retaining locksdo not fall intocrankcase. Remove retaininglocks, seats, springs, valves and cleanthese,as well as the portsand guides,of all carbonand gum deposits. Tag each valveso that they can be put back into the same guidesthey were removedfrom.Replace valves that are burned or pitted. The exhaust valves are furnished with rotators. The valve rotates slightly opens, and thereby prevents the build deposits on the valve face and stem. spect operation of rotator - replace if positive type each time it up of foreign Clean and innecessary.

, :

__

. ~ 2.125

2.126 DIA GRIND

The inlet and exhaust valve seat inserts can be moved, when replacement becomes necessary, by means of Wisconsin Motor DF-68oA insert puller. Before 9finding valves, inspect valve guides for possible replacement. Refer to la/,r Cuidc paragraph. The valve face is ground at 45 to the vertical center line of the valve stem and the valve seat insert should also be ground at a 45 angle. After 9finding, lap valves inplace until a uniform ring will show entirely around the face of the valve. Clean valves and wash block thoroughly with a hot solution of soap and water. Wipe cylinder walls with clean lint free rags and light engine oil. Valve 9uides in the cylinder block are easily replaceable by use of Wisconsin DF-72 driver tool. The valve stem has a clearance of .003 to .005" in the guide. When the clearance becomes .007", the guides should be driven out and replaced. CRANKSHAFT (Fig. 36)

STANDARD CRANK PIN DIMENSIONS

Fig. 34, PISTON, RING AND ROD CLEARANCES CHART

LIFTER

Remove main bearing plate at take~off end. The crankshaft can then be taken out from that end of crankcase. In reossembly, use same thickness of gaskets and shims to establish the correct end play for the tapered main roller bearings.

RETAINER LOCKS

Fig. 35

The cylinder blocks do not have to be removed unless the cylinder bore is scored, outoof-round, or worn oversize more than 0.005 inch. In this event, the block will have to be removed, rebored and fitted with over-

Fig. 36

23

End play should be .002 to .005 inch when engine is cold. There is practically no wear in this type main bearing so end play readjustment is seldom necessary once it is properly made. When reassembling crankshaft, the timing marks on the crankshaft gear and the camshaft gear must be matched, see Fig. 26, otherwise engine will not operate properly, or if timing is off considerably, engine will not run at all. Mount main bearing plate in the correct position in reassembly. The word TOP is cast on the outside of the plate, and should be mounted in this position. Mounting the main bearing plate upside down would prevent the main bearing from being properly lubricated. Tighten main bearing plate capscrews, 25 to 30 foot pounds torque. CAMSHAFT The c~nshaft can be withdrawn from the flywheel end of the engine..~ee Fig. 37. When replacing, be sure the spring and plunger are in place in the end of the camshaft, as these hold the camshaft in position endwise. These parts are shown in the sectional view of the engine, Fig. 2.

VALVE TAPPETS The valve tappets should be pulled camshaft is removed. In reassembly, be inserted in proper position in the the camshaft is reassembled. See Fig. out before the the tappets can crankcase after 37.

After the cylinders have been reassembled to the crankcase, the inlet and exhaust valve tappets should be adjusted as shown in Fig. 38. Adjust tappet clearance, when cold, to a clearance of: Inlet - 0.008 inch Exhaust - 0.016 inch GOVERNOR ADJUSTMENT

The centrifugal flyball governor rotates on a stationary pin driven into the upper part of the timing gear cover, and the governor is driven off the camshaft gear at |-|/8 times crankshaft speed. The flyweights are hinged to lugs on a drive hub behind the gear. Hardened pins on the flyweights bear against the flanged sliding sleeve, moving it back and forth as the flyweights move in or out. The motion of the sleeve is transmitted through a ball thrust bearing to the governor lever, which in turn is connected to the carburetor throttle lever. A spring connected to the governor lever tends to hold the governor flyweights to their inner position, also to hold the carburetor throttle open. As the engine speed increases, the centrifugal force in the flyweights acts against the spring and closes the throttle to a point where the engine speed will be maintained practically constant under varying load conditions. This speed can be varied to suit conditions by adjusting the governor spring tension to suit. The controlrod betweenthe governorand carburetor must be adjustedto the properlength otherwisethe governor action will be faulty. With the engine at rest the governor springwill hold the flyweights in, and the control rod must be of such lengthas to hold the carburetor throttle wide open at that point.With the control rod disconnected from the governor lever, push the rod toward the carburetor as far as it will go. This will put the carburetor throttle lever in a wide open position. The governor lever should then be moved as far as possible in the same direction. Holding both parts in the above position, the rod should be screwed in or out of the swivel block on the carburetor, until the bent end of the rod will register with bole in lever, then screw rod in one more turn. The extra turn will short en the linkage slightly and will enable the carburetor throttle lever to bounce back from the stop pin rather than jam against the pin, when a load is sud; denly applied to an idling engine. This will eliminate excessive wear on the threads in the carburetor throttle swivel block. The construction from the sectional of the governor can be best seen drawing of the engine, Fig. 2.

Fig. 37

Fig. 38

The governor lever is furnished with 12 holes for attaching the governor spring as shown in Fig. 39. It

FULL I NO HOLE NO. LOAD LOAD R.P,M. I R.P.M. 1~0 1500 16~ 15~ 1650 1725 4 5 5

GOVERNOR LEVER ,,~ /e

HOLE NO. 12 CLUTCH INSPECTION PLATE

THROWOUT BEARING GREASEFITTING

~____-----10 ~ e_._------9

1900

2O5O

~O------______ S --_l ,o--/---.-~~ ~ I

2100 22~ 2300 2400

2250 2350 2425 2550

9 10 10 11 Fig. 39

is very important that the spring is hooked into the proper hole to suit the speed at which the engine is operated. The Governor Lever Chart, ]"i,~. 30. shows the full load and no load speeds of the engine and the hole corresponding thereto. The full load speed will be from 150 to 125 revolutions less than the no load speed. As an example, if the engine is to be operated at 2000 revolutions per minute under load, the spring should be hooked into the 8tt~ hole in the governor lever and the spring tension adjusted, by means of the adjusting screw connected to the spring, to run 2125 revolutions per minute, without load. The speed at full load will then be approximately 2000 revolutions per minute. A tachometer or revolution counter should be used against the crankshaft while adjusting the governor spring tension to give the proper engine speed.

PILOT BEARING GREASEFITTING

Fig.

HOUSINGBEARING GREASEFITTING
40

OPERATING LEVER /

CLUTCH AND REDUCTION UNITS CLUTCH POWER TAKE-OFF uNrr

The clutch furnished with this mode1 of engine is of the dry disc type. No oil should be put into the clutch housing. There are three points on these clutches requiring lubrication and these are filled with grease at the factory, see tig. 40. Grease gun fittings are furnished for periodic lubrication. The housing bearing should receive additional grease every fifty hours of operation. The clutch throwout bearing should be greased every day before starting. Use Mobil Gargoyle grease BRBNo. 3, or Sinclair AF-1 grease, or equal. "ADJUSTING RING LOCK

TURN ADJUSTING RING IN CLOCKWISE D RECTION

CLUTCH INSPECTION PLATE Fig. 41 a clockwise direction one firm pressure is required operating lever. Be sure ring lock int~ a notch in cover. notch at a time until a very to engage the clutch by the to re-engage the adjusting the ring. Replace inspectio~

CLUTCH ADJUSTMENT
If the clutch begins to slip, it should be readjusted, otherwise it would become overheated and damaged. First release clutch operating lever and remove clutch inspection plate. For the Rockford clutch, turn clutch over until adjusting ring lock is up. Release lock with a screw driver or similar tool as shown in Fig. 4l. The adjusting ring should then be turned in

For the Twin Disc clutch, pull odiusfing Iockpin out and insert a piece of 1/16" diameter wire into the hole on the side of the lockpin to keep pin in outer

25

shifter shaft through oll fittings on each side of housing. See kig. 43. The clutch shaft pilot bearing and outer bearing are self lubricated with oil in gear case. The reduction unit is operated in oil and the gear case oil level must be maintained to the oil level plug, see Fig. 43. In Twin Disc units, high grade transmission oil S.A.E. No. 90 to No. 110 Viscosity must be used. For Rockford units, use No. 30 S.A.E. crankcase oil. Change oil every 2000 hours of service, while unit is warm. If clutch slips, heats, or operating lever jumps out, the clutch must be adjusted. Release clutch operating lever and remove hand hole plate. The clutch in the clutch reduction units is the same as is used in the clutch power take-off units. Refer to "Clutch Adjustment" paragraph for adjustment of the clutch in the Twin Disc and Rockford clutch reduction units. A new clutch generally requires several adjustments until the friction surfaces are worn in.

TURN ADJUSTING

Fig. 42 position. See Fig. 12. Turn the adjusting },oke in a clockwise direction as shown, or wedge a screw driver into the adjusting yoke and against the side of the inspection hole opening, to keep yoke from turning, and then turn the take-off shaft counterclockwise. Tighten yoke enough so that the operating lever requires a distinct pressure to engage. Remove wire from lockpin and turn adjustingyoke slightly, to allow lockpin to snap into hole in floating plate. CLUTCH REDUCTION UNITS Clutch reduction units are furnished with several different ratios, some with spur gears, for counterenginewise rotation, others with internal gears, for enginewise rotation. The clutch is of the dry disc type and no oil should be put into the clutch housing. Apply a small amount of lubricant to clutch throwout collar once a day before starting. Also oil clutch

INSTRUCTIONS FOR PROTECTING ENGINE FOR A SHORTPERIOD BETWEEN OPERATING INTERVALS

~hen the work interval is completed, the following instructions should be carried out very carefully to protect the engine. The outside of the engine, including the cooling fins on the cylinders and heads, should be thoroughly cleaned of all dirt and other deposits. The air cleaner at the carburetor intake should be thoroughly cleaned of all oil and accumulated dust,. and the sediment removed from the oil cup at the bottom of the cleaner. To protect the cylinders, pistons, rings and valves and keep them from rusting and sticking, a half and half mixture of kerosene and good gas engine oil, (the same kind of oil as used in the crankcase of the engine), should be injected into the pipe tap opening on the intake manifold while the engine is warm and running at moderate speed. About a quarter of a pint is necessary on a four cylinder engine, or enough so that a heavy bluish smoke will appear at the exhaust. The ignition switch should then be shut off and the engine stopped. This fogging operation will give a coating of oil on the above mentioned parts, protecting them from the atmosphere. On engines where the pipe tap opening on the intake manifold is inaccessible, the rust preventative may be injected into the air intake on the carburetor while the engine is running, so the mixture will be drawn into the engine. The air cleaner connection will of course have to be disconnected from the carburetor to do this.

THROWOUTCOLLAR GREASEFITTING

PLUG

SHIFTER SHAFT OIL FITTING Fig. 43

OIL DRAIN PLU OIL LEVEL PLUG

All old used oil should be drained from the crankcase while the engine is warm, as the oil will then flow much more freely than when cold. Drain fuel system, including gasoline lines, carburetor, fuel pump and tank of all gasoline to prevent

26

lead and gum sediment interfering tion.

with future

opera-

When replacing be used.

the bottom cover, a new gasket should

The air cleaner or carburetor intake, as well as the exhaust manifold and breather openings, should be taped or otherwise sealed off, for the duration of the storage period. All exposed unpainted metal parts with grease or heavy oil. should be coated

Be sure to fill the crankcasewith a goodquality of crankcaseoil to the high level point, before starting the engine. Do not use any oil heavier than SAENo. 30. Also be sure to put oil to the proper level in the air cleaner. (.qee Lubrication, Pane 7, and Air Cleaner, Pa~e 10.) It is also recommended to use new spark plugs at the beginning of the operating interval, especially if the engine has given considerable service. Refuel engine and follow the starting instructions shown on preceding pages of this manual. as

Before starting the engine again, the crankcase drain plug should again be removed, so that any condensation, which may have collected, may be drained before new crankcase oil is added. A good plan, and one that is recommended, is to remove the crankcase bottom cover or oil base before starting the engine, and scrubbing off all sediment which may have collected there.

It is highly recommended that machines be stored inside a building. If this is not possible, the engine should be protected from the weather by a proper covering.

27

ACCESSORIES & OPTIONS

Operation andServiceInstructions
FUEL PUMP FLYWHEELALTERNATOR CARBURETOR MAGNETO SOLID STATEIGNITION DISTRIBUTORS

Majorrepairsof Alternator(automotive type), Ignition Distributor, Magneto andStarting Motormayrequire special tools andtesting equipment. It is suggested that theserepairs be done at either an Authorized Distributor or the Accessory Manufacturers dealer.

29

FUEL PUMP SERVICE INSTRUCTIONS

WISCONSIN FUEL PUMPS, No. LP-38E, LP-38H and LP-38F (Cold For all 4 cylinder engine models Weather: -65F)

The fuel pump, like all other parts of the engine, is subject to wear and you will find that any time after 500 hours of use, its efficiency will gradually decrease. This is indicated by the engines faltering at high speeds or when heavy loads are suddenly applied. The pump can easily be restored to its normal efficiency by the installation of a repair kit. Wisconsin LQ-46 (for Lpo38E), LQ-47 (for LP-38H) or LQ-4&A (LP-38F, cold weather, - 65). 1. Disconnect fuel lines from pump and remove fuel strainer if mounted to pump. Remove fuel pump from adapter housing by taking out the two mounting screws. 2. File a groove across a point at the union of castings (15 and 16). This is a positive location of the fuel INLET and OUTLET positions when reassembling. Remove six head to flange screws (3) and remove fuel head. Take off screw (2), remove cover (7) and discard cover gasket (4). 3. Turn fuel head (16) over and remove both valve assemblies (5), and gaskets (6). Note position of valves. 4. Clean head thoroughly with kerosene or diesel fuel and a fine brush. 5. Place fuel head (16) with diaphragm surface up. Assemble new valve gaskets (6) and mount valve assemblies (5) in positions shown on illustration. Press valves in evenly without distortion and stake in place. 6. Mount new cover gasket (4), cover (7) and washer Securely tighten in place with cover screw (2). 7. Set fuel head assembly aside and proceed to rebuild lower diaphragm section. 8. Insert the end of a small screw driver into the coils of rocker arm spring (12) and remove. 9. Hold mounting bracket (15) in the left hand, with the rocker arm toward your body and the thumb nail on the end of link (10). With the heel of right hand on diaphragm (1), compress the diaphragm spring (11), and the same time pull toward your body. Unhook link (10) from end of diaphragm and remove. 10. Remove rocker a,m pin (13). Note that pin is larger one end. Drive pi~ out by means of a punch from small end. 11. Clean mounting bracket (15) with kerosene or diesel fuel. 12. Assemble new link (10), bushing (9) and pin (13) bracket (15) along with rocker arm (14). Stake rocker arm pin (10) in bracket to keep it in place. 13. 1~lace new diaphragm spring (II) into bracket (IS). peat in reverse order paragraph 9, using a new diaphragm (I). Assemble new rocker arm spring (12). 14. Mount this assembly to adapter on engine using new flange gasket (17). 15. Crank the engine over to a position where the diaphragm (1) is laying flat on the mounting bracket (IS). Place the fuelhead assembly back in position so the [acating grooves of Step 2 are in [ine~ and start the six head screws approximately three turns. Again crank the engine over to where the diaphragm (1) is pulled down into mounting bracket (15) to its lowest position. Securely tighten the six head screws (3). 16. Mount fuel strainer to fuel inlet and connect fuel lines.

Ref. No. * 1 2 3 * 4 * 5 * 6 7 8 * 9 "10 "11 "12 "13 14 15 16 "17

Description DIAPHRAGM ........................................................ COVER SCREW .................................................. SCREW, headto bracket mounting.................... GASKET, cover (pulsator in LQ-47)................ VALVE ASSEMBLY ............................................ GASKET for valve .............................................. COVER .................................................................. WASHER for cover screw .................................. BUSHING for rockerarm pin .............................. LINK for rocker arm ............................................ SPRING for diaphragm ........................................ SPRING for rocker arm ...................................... PIN for rocker arm .............................................. ROCKER ARM .................................................... MOUNTING BRACKET ...................................... FUEL HEAD ........................................................ GASKET for mounting flange............................

Req. 1 6 1 2 2 I | 1 1 I | 1 1 1

NOTE: ~ne LQ-46, LQ-47 or LQ-46-A Repair Kit and t~e pa~ts included there-in~ which me identified by ma(*sterlsk (*), Qre the only parts of the fuel pumpa-~uilable for s~rviee.

30

Flywhee I Alternator
ELECTRICAL EQUIPMENT
The 12 volt Battery Ignition Distributor with Coil and Starting Motor are standard equipment. Options include: 10 amp, 25 amp, or 30 amp Flywheel Alternator, 37 amp Belt Driven Alternator, Instrument Panel, High-Temperature Safety Switch and Solenoid Starting. Battery is not normally furnished with the engine.
REGULATOR MODULE "----"--~~ RECTIFIER

MODULE

/,
/

FLYWHEEL ALTERNATOR, Fig. 44

This flywheel alternator is of the permanent magnet type and has no brushes, commutator, belts or adjustments. A series of coils (stator) is mountedto the engine gear cover, and the magnetic flux is provided by a permanent magnet in the flywheel which rotates around these stationary coils. Only four components make up this light weight space saving system; a flywheel with magnetic rotor, stator, rectifier module and regulator module. The 30 amp flywheel alternator system uses a combination rectifier/regulator module. IMPORTANT This is a Negative Ground system. Charging components will be damaged if grounded wrong in connecting or jumping batteries. Caution: Handle battery carefully to prevent acid burns. Avoid sparks near battery - gas given off by battery is explosive. Since the physical appearance of both 10 amp and 25 amp Flywheel Alternator systems are very similar, they can be distinguished from each other by the ammeter calibrations; 0 to 15 amps for the 10 ampcircuit and 0 to 30 ampsfor the 25 amp circuit, or by the wire from ammeter to statorregulator connector; 16 gage red wire for 10 amp, 14 gage green wire for 25 amp circuit.
MAGNETIC ROTOR

/
/. / CONNECT TO ~CHARGE SIDE OF AMMETER

/ 10 AMP - 16 GA. RED WIRE 25 AMP- 14 GA, GREEN WIRE

Fig. 44 PRECAUTIONS to bc exercised Alternator: in the use of Flywheel

1. Do not reverse battery connections. Negative battery terminal must bc grounded. Reverse polarity will damage rectifier. 2. Connect booster batteries - positive to positive and negative to negative. 3. Do not ground any wires from stator or modules which terminate at connectors, or from field terminal of belt driven alternator. 4. Do not operate engine with battery disconnected, or disconnect the alternator output lead while the alternator is operating, as dampingeffect of the battery will be lost. The voltage will rise to an extreme value and permanent damage to the regulator may occur. 5. Do not remove alternator from installation without first disconnecting the grounded battery cable. 6. Disconnect ground battery lead if a battery charger is used.

SOLENOIDSWITCH

SPARK PLUGS

12

VOLT

BATTERY Fig. 45, WIRINGDIAGRAM ELECTRICAL SYSTEM WITH 10 AMPor 25 AMP FLYWHEEL ALTERNATOR

~=

~~

I I

HI-TEMP

Make connections; for lights at charge :side of ammeter (negative terminal).

SWITCH

COIL

31

WIRING CIRCUIT, Fig. 44, Fig. 45 The fool-proof type connectors used prevent incorrect wiring from the stator to the rectifier and regulator modules. To disconnect plugs, squeeze outer ends of receptacle and pull apart. The rectifier is insulated from ground, but the stator and regulator module are grounded to the engine thru their mounting surface. The regulator module therefore should not be removed and mounted at some remote location. This is a negative ground circuit. Connect ground strap from negative post of battery to starting motor flange, or good clean grounding surface on engine.

Problem: Battery

Overcharge Possible Cause & Remedy

Test 1.0 Engine not running check battery with DCVoltmeter. 1.1 If voltageis greater than 13.5 volts

1.1 Place 12 volt light bulb or carbon pile across battery to reducevoltable to below13.5 volts.

1.2 With engine running at full RPM, check battery voltage with DCVoltmeter. 1.3 If the charge increases beyond 13.5 volts. 1.4 If the chargeremains under13.5 volts.

FLYWHEEL ALTERNATOR SERVICE PROCEDURE:

PRELIMINARY TESTS

1.3 Faulty regulator. Replace, --static checkregulator per Test No. 5.1. 1.4 Alternator functioning properly. Checkbattery condition.

Problem: Low/No Charge Test 2.0 Proceed with Test 1.0 and1.1. It is necessaryto slightly discharge battery to make system work. 2.1 With engine rurming at full RPM, check battery voltage with DCVoltmeter. 2.2 If the chargerate increases -does not 2.3 If system chaxge-2.4 If the chargerate increasedwith regulator disconnected 2.5 If the chargerate does not increase with regulator disconnected.

Possible Cause & Remedy

1. Visual Inspection should be made to eliminate conditions that may be interpreted as a defected alternator. Examine leads for broken or loose connections, and make sure modules are securely mounted. The regulator module must be mounted to a metal surface for grounding purposes, (Test 5.0) while the rectifier module, although insulated from ground, should be securely mounted for heat dissipation. The mounting surfaces must clean and free of contaminants, oil, grease, etc. 2. Check Battery. Use an automotive battery in good condition, fully charged and with clean, tight terminal connections. 3. Check Ammeter. Be certain the ammeter is functioning correctly. Amperage output is regulated by engine speed, the maximum amperage output for Model W41770 is: Maximum 3000 RPM 10 AMP System 9.5 amps 25 AMP System 22 amps follow

Whenassured that the problem is with the alternator, the tests outlined in Trouble Shooting.

2.2 Alternator functioning properly. Battery was fully charged. 2.3 Operate engine with regulator disconnected (continuewith Test 2.4). 2.4 Regulatorwasat fault. Replaceregulator module, --static checkregulator per Test No. 5.1. 2.5 Regulatornot at fault. CheckRectifier per Test 3.0, 3.1 or static checkper Test 6.0.

Problem: Low/No Charge

Possible Cause & Remedy

TROUBLE SHOOTING
FLYWHEEL ALTERNATOR
12 VOLT - 10 AMP and 25 AMP Systems Trouble Shooting Procedure is a guide showing methods of testing the charging components. The following chart of Tests 1.0 to 4.1 are with the engine running, and substituting known good components in place of suspected faulty components. Static Tests 5.0 thru 7.2, following the running tests, are more conclusive but sometest require special Wisconsin Test Lights. 32

Test 3.0 Test conditions and procedure the same as 1.0 and1.1. It is necessaryto slightly discharge battery to make system work. 3.1 Plug newRectifier in system. Run engine at full RPM. 3.2 If the chargerate 3.2 Rectifier modulewasat increases with new fault. Permanently install rectifier in system. newrectifier module. 3.3 If the charge rate does 3.3 Rectifiernot at fault. not increase with new Check Stator per Rectifier-Test 4.0.

Problem: Low/No Charge

Possible Cause & Remedy

Test 4.0 With engine stopped, unplugall connectors between modules and stator. Start engine and run at 2400 RPM. With ACvoltmeter check voltage betweeneach of the black stator leads and ground. 4.1 If one of the two 4.1 voltagesis zero or they are over 10% apart--

The DF 83 Analyzer was developed for testing the solid state ignition and flywheel alternator components as furnished on Wisconsin engines. It is very efficiently and economically powered by four transistor radio type 9 volt batteries. The DF 81 Flashlite Tester is used primarily for checking continuity.

REGULATOR Ti::STS
Thestator is defective and should be replaced. Static checkstator per Tests7.0, 7.1, 7.2.

Test 5.0 REGULATOR GROUND

The YJ60 Regulator module must 1~ mounted to a metal surface for grounding purposes. Check for continuity with a VOM (R x 1 scale) or test light.

FLYWHEEL ALTERNATOR COMPONENTS

STATIC TESTS The following test equipment is required: DF 83 Analyzer - Wisconsin Part, Fig. 46. DF 81 Flashlite Tester - Wisconsin Part, Fig.. 46. VOLT-OHM-MILLIAMMETER Simpson 260 or equal.

TESTER RED LEAD To Regulator Body

TESTER BLACK LEAD To Ground

RESULT

DF 83 - Light On DF 81 - Light On VOM - Continuity

Test 5.1 REGULATOR STATICCHECK

This test is an alternative or in addition to running tests 2.3 and 2.4 (omitting regulator). The DF83 Analyzer is used. YJ 60 REGULAT,OR NOTE:Module is defective shown. TEST NO. if light indication is not as

WHITE

OFF - ON SWITCH

ANALYZER ANALYZER ANALYZER LIGHT RED BLACK WHITE INDICALEAD TO: LEAD TO: LEAD TO: TION Module Base Plate Module Red Lead Module Red Lead Module Base Plate Module Base Plate --OFF

~INDICATOR LI GHT ~COVER

OFF

DF83 ANALYZER

Module Red Lead

Module On And Black Lead Remain Then Remove On

BLACK LEAD

~_EAD

DF81 FLASHLITE

TESTER

Fig. 46

33

RECTIFIER TESTS
Test 6.0 RECTIFIER STATIC CHECK The diodes in the Rectifier modulecan be checkedwith any continuity device such as the DF83 analyzer, DF 81 Flashlite or VOM. Since various testing devices will differ in their operation, it should be noted in the followingthree Rectifier test charts that the results in tests 1 and 2 should alwaysbe opposite to the results of tests 3 and 4.

YJ 68 RECTIFIER (using VOMequipment) NOTE: Continuity shall be in onedirection only. If readings are not as indicated, replace module. TEST NO. 1 2 3 4 VOM RED LEAD TO: Module White Lead Module White Lead Either Module Black Lead Other Module Black Lead VOM BLACK LEAD TO: METER INDICATION

Either Module No Continuity Black Lead Other Module No Continuity Black Lead Module White Lead Module White Lead Continuity Continuity

YJ 68 RECTIFIER (usingDF83 Analyzer)

NOTE: Moduleis defective if light indication is not as shown. TEST ANALYZER ANALYZER ANALYZER LIGHT NO. RED BLACK WHITE INDICALEAD TO: LEAD TO: LEAD TO: TION Module Either Module White Lead Black Lead Module Other Module White Lead Black Lead Either Module Module Black Lead White Lead 4 Other Module Module Black Lead White Lead ----OFF OFF ON ON

STATOR TESTS
YB 81, 10 amp STATORYB 82, 25 amp STATOR Thecontinuity tests forstatorsisnota 100% fl,~_ method of checking. However, if the stator fails the continuity tests, it is definitely defective.If it passesthe tests but all other components havealso checkedout O.K., the stator maybe the defective part of the systemand should be replaced. Test can be made with Stator on engine. Test 7.0 STATORGROUND Like the Regulator, the YB81 and YB82 Stators must be grounded.Stator groundcan be checkedwith any type continuity device. TEST NO. 1 TESTER TESTER REDLEAD BLACK LEAD To Stator Black Lead To Other Black Lead To Ground To Ground DF83 - Light On DF81 - Light On VOM - Continuity RESULT

BLACK LEAD

YJ 68 RECTIFIER (using DF 81 Flashlite) Test 7.1 STATORCONTINUITY TEST NO. 1 2 3 4 TESTER RED LEAD TO: Module White Lead Module White Lead Either Module Black Lead Other Module Black Lead TESTER BLACK LEAD TO: Either Module Black Lead Other Module Black Lead Module White Lead Module White Lead LIGHT INDICATION ON ON To Ground OFF To Ground OFF To Ground ToStator Red Lead To Stator Black Lead To Other Black Lead DF81 - Light On VOM - Continuity TEST NO. TESIER TESTER REDLEAD BLACK LEAD RESULT This test should be performedafter 7.0 stator groundtest. Use continuity equipmentsuch as DF81 Flashlite or VOM. Results other than specified indicate a defective stator.

34

Test 7.2 CONTINUITY with DF 83 Analyzer

BELT DRIVEN ALTERNATOR The 12 volt - 37 AmpAutomotive type Alternator is optionally available in place of the FlywheelAlternator. No maintenance or adjustments are required other than periodically checking for loose, broken or dirty wireterminal connections, and for proper drive belt tension. Bearings are pre-lubricated, no additional lubrication is necessary. The Regulatoris an all electronic transistorized devise, therefore no mechanicalcontacts or relay adjustmentsare necessary for voltage regulation. Thealternator is wiredinto the engine electrical systemper Fig. 47. IMPORTANT This is a Negative Groundsystem. Charging components will be damaged if groundedwrongin connecting or jumpingbatteries. Cbaution: Handle battery to prevent acid urns. Avoid sparks near carefully battery - gas given off by battery is explosive. PRECAUTIONS to be exercised in the use of belt driven alternator: 1. Observe proper polarity wheninstalling battery; negative battery terminal must be grounded. Reverse polarity will destroy the rectifier diodesin alternator. 2. As a precautionary measure, disconnect groundbattery terminal whencharging battery in vehicle. Connecting charger in reverse will destroy the rectifier diodesin the alternator. 3. DONot, under any circumstances, short the field terminal of the alternator to ground,as permanentdamage to the regulator mayoccur. 4. DO Not, removethe alternator from the vehicle without first disconnecting the groundedbattery cable. 5. DoNot, operate engine with battery disconnected, or disconnectthe alternator output lead while the alternator is operating, as damping effect of the battery will be lost. Thevoltage will rise to an extreme value and permanent damage to the regulator mayoccur. 6. DONot, disconnect the voltage regulator while the alternator is operating, becausethe large voltage transient that occurs whendisconnection takes place maydamagethe regulator. 7. Caution: Output wires from Alternator to Ammeter, and from Ammeter to battery terminal on starting solenoid must be of sufficient size for charging 37 amps. Use No. 10 gage stranded wire, or larger.

TEST ANALYZER ANALYZER ANALYZER LIGHT NO. RED BLACK WHITE INDICALEAD TO: LEAD TO: LEAD TO: TION Stator Black Lead Stator Other Black Lead Ground 4 Ground Ground Ground Ground Stator Red Lead Stator Black Lead Stator Other BlackIw.ad ~ -----ON ON ON ON ON

TERMINAL PLUG

YBSI YB82

If light indicationis other than shown, stator is defective. If stator checksout good, perform voltage test 7.3. Test 7.3 STATORRUNNING VOLTAGE With the engine stopped, unplug all connectors between modulesand stator. Start the engine and run at operating speed. Performthe following tests with an ACvoltmeter: TEST NO. 1 METER REDLEAD To Stator Black Lead To Other Stator Black Lead METER STATOR BLACK LEAD DEFFX;TIVE IF: To Ground To Ground Either Reading is O or Readings Vary :more than 10%

35

12 VOLT

SOLENOID

C~ ~ SPARK

Fig. 47, WIRING DIAGRAM ELECTRICALSYSTEM WITH BELT DRIVENALTERNATOR AND SOLENOIDSTARTING

~ AUTOMATIC ~--~.-~" ~
term. term: j

~CH SWITCH

~ (Optionol) I ~ DISTRIBUTOR ~ /~
~~~

AMMETER ~l

~ 1~ ~

+~ - HI- TEMPERATURE I SAFETYSWITCH

COl L

side of ~meter (neg. term.). For Equipmerit Solenoids~ at Solenoid Switch-

B~te#y side.

BELT DRIVEN % REGULATOR ALTERNATOR

30 AMP FLYWHEELALTERNATOR An improved 30 amp flywheel alternator system is now available as an option on VG4D engines. This improved30 ampsystem is capable of higher output at lower engine speeds over the 25 ampflywheel alternator system. This new 30 amp system can be easily recognized by the single regulator-rectifier module. The combinationregulator-rectifier (YJ70) is mountedto the cylinder shroud the VG4D.The Y J70 must be securely mounted to a location that will allow cooling of the unit. In addition to a newstyle regulator-rectifier, a newstator (YB84)is used for this 30 ampsystem. Also, the magnet ring in the flywheelis different than the 25 amp system. In order to change a VG4D from the 25 amp system to this improved30 ampsystem, the regulator-rectifier, stator, flywheel, wiring and cylinder shroud must be changed.

30 AMP FLYWHEEL ALTERNATOR TESTING Whentesting a charging system which uses the YJ-70 rectifier-regulator module, the following items should be checked: 1. That the charging systemis properly wired. 2. That all connectionsare clean and tight. 3. That the battery is in goodcondition. The testing should begin by testing the A.C. voltage output of the stator wherethe 2 leads attach to the YJ-70. Disconnect the stator leads from the Y J-70 and hookthemup to a volt-ohmmeter. Use the A.C. voltage scale and the reading should be between20 and 50 volts A.C. dependinguponthe engine rpm. (The faster the engine speed, the higher the A.C. voltage should be.) This test checks the stator and magnetring. If the charging systempasses all the previously mentioned checks, then the Y J-70 module can be checked as shown below. Use a good quality ohmmeter. All readings are done on the RX100 scale. Donot attempt to use the DF83analyzer or any other type continuity tester.

Ohmeter Leads i. Neg.(-) POS.(+) 2. Neg.(-) Poe.(+) ~ !

Module Terminals ~ B+ ~ Case

Components Under Test and Indication Diode Assembly Insulator, Power SCRs. Meter should indicate no continuity. (Infinity)

I !

i
3. Pos.(+) Neg.(-) ~ [ I 4. Poe.(+) Neg.(-) 5. ! j

> B+ ~ Power Diode Forward Bias Test. Meter >Each AC Terminal ehould indicate continuity but ehould not ~ indicate a complete short-c~rcult. (Some Resistance) > B+ > Case Regulator Control Circuitry. Meter should indicate no less than 7500 ohms and may read as high as approxlmately30,000 ohms.

Power SCRs. Meter should indicate no > Case >Each AC Termina~ Continuity. (Infinity) Power diode reverse bias test. No continuity. A very high resistance (50,000 - 1,000,000 ohms) ~ay be observed if measured on the high resistancescale of an Ohmmeter.

poe.(+)------~.S+ Neg.(-)-------~Each AC Terminal

36

ZENITH MODEL87A8

CARBURETOR

L-57, L-77 Series

SERVICE INSTRUCTIONS
DESCRIPTION The Zenith 87-Series is a horizontal carburetor with a concentric fuel bowl. It is a ~balanced ~ carburetor, because all air for fuel chamber and metering well ventilation and idling must come through the air cleaner. Air cleaner restrictions have a minimum influence on the fuel-air ratio ". when a carburetor is thus ~balanced The main jet and discharge jet are centrally located. The metering well which completely surrounds tlhe discharge jet is in the center of the fuel bowl assembly. This construction permits extremely high angle operation in any direction. The venturi, which is part of the throttle body casting, measures the volume of air that passes through the carburetor. In selecting the venturi size, the smallest size that will permit full power development should be used. main jet. Fuel from the float-chamber flows through the main jet into the metering well. Fuel for idling is drawn {tom this well through the calibration, or metering orifice, in the center of the idling jet. As the fuel reaches the idling channel it is mixed with air which is admitted through a calibrated orifice in the channel from the inside of the air intake to form an emulsion. This emulsion is discharged into the air stream, to form the idling mixture, through two holes one of which is controlled by the idle adjusting needle. Turning the adjusting needle counterclockwise (out) permits more of the emulsion to reach the air stream and make the idling mixture richer while turning the needle in (clockwise) cuts off the amount of the emulsion reaching the air stream and makes the mixture leaner. HIGH SPEED SYSTEM (Fig. 3)

PITOT

TUBE

BOWL VENT PASSAGE FUEL ALVE SEAT FUEL VALV E NEEDLE

As the throttle is opened, the suction on the idling system diminishes, but the increased volume of air entering the engine through the venturi creates sufficient vacu~un (suction) on the discharge jet to draw an emulsion of fuel and air from the metering well which receives its fuel from the main jet and its air from the well vent. The flow characteristics of the discharge jet are influenced by the size, location, and number of holes in the sides of that part of the jet which is in the metering well, as well as by VENTURI W

FUEL INLET

LOAT

Fig. 1 FUEL SUPPLY SYSTEM OPERATION FUEL SUPPLY SYSTEM (Fig. 1) Fuel under normal pressure entering the float chamber through the fuel valve seat is controlled by the twin float which, moving on its axle, closes the needle valve when the fuel reaches the proper level in the bowl. IDLE SYSTEM (Fig. 2)

Fig.

3 HIGH SPEED SYSTEM

At idling speeds the throttle plate is almost closed, thus a very high suction exists at the edge of the throttle plate where the idle discharge holes are located. All fuel for idling and part throttle operation is supplied through the IDLE AIR BLELD IDLE AIR PAS,SAGE ~ ~ r~ THROTTLE // PLATE

the sizes of the discharge jet orifice, the size of the main jet, and the size of the well vent. The well vent is located in the air intake and permits air to enter the top of the metering well around the outside of the discharge jet. The flow of fuel through the main jet is controlled by the size of main jet opening. CHOKE SYSTEM (Fig. 4)

,n
METERING // "

Starting a cold engine requires a much richer mixture of fuel and air. Moving the choke lever to close the choke plate restricts the air entering the carburetor (except at the pitot tube, Fig. 1, to the bowl vent) and increases the suction on the idling system which makes the mixture richer. STARTING THE ENGINE

Before cranking the engine, the carburetor throttle should be opened a little to expose both idle discharge holes to suction. The choke should be fully closed until the engine starts, then opened a little to prevent stalling from being over-choked, then when the engine is fully warmed up the choke can be returned to wide open position and the throttle closed to the idling position. ADJUSTMENTS

~ MAIN Fig.

JET

2 IDLE SYSTEM

Adjust the throttle stop screw to obtain speed by turn[ng screw in (clockwise) and out (counter-clockwise) to decrease

the desired idling to increase speed engine speed.

37

Adjustthe idle adjusting needleto obtain smoothidlingof the engineat idlingspeed.Turn the needleout (counterclockwise) to make the mixturericher,and in (clockwise) to make it leaner. CHOKE PLATE (CLOSED POSITION) VENTURI

THROTTLE PLATE CLOSED POSITION)

INSPECTION OF PARTS da1. Float Assembly-- Replaceif loadedwith gasoline, magedor if floataxle bearingis worn excessively. Inspectfloatleverfor wear at pointof contact with fuel valve needle. Replaceif wear is excessive. 2. Float Axle -- Replace if any wear has occurredon the bearing surface. 3. Fuel Valve (Needle ~ Seat) Assembly -- Replace as a completeunit.Wear of any of these partscan seriously affect the operation of the float. 4. Idle Adjusting Needle- Inspect tapered end of the needleto make sure it is smoothand free of grooves. Replace if pitted or grooved. 5. Gaskets, Seal and Retainer -- Replace all gaskets, throttle shaftsealand retainer each time the carburetor is overhauled. Check Specifications. Verify the correctnessof the followingparts. Numbers will be found on the parts. Main Jet, IdlingJet and Fuel Valve.

Fig. 4 CHOKE SYSTEM

REASSEMBLY ASSEMBLY OF THROTTLE BODY

1. Install the fuel valve seat (31) and fibre washer (30), using Zenith Tool No. C161-85. 2. Install the main discharge jet (32), using a small screwdriver. 3. Install fuel valve needle in seat (31), followed by float (36) and float axle (35). NOTE: Insert tapered end float axle (35)into float bracket on side opposite slot and push through the other side. Press float axle (35) into slotted side until the axle is centered in bracket. 4. FLOAT SETTING a. Fuel Level. Check position of float assembly (36), for correct measurement to obtain proper fuel level by using a depth gage. NOTE: Do not bend, twist, or apply pressure on the float body. b. With bowl cover assembly (26)in an inverted position, viewed from free end of float (36), the float body must be centered and at right angles to the machined surface. The float setting is measured from the machined surface (no g~sket) of float bowl cover to top side float body at highest point. This measurement should be 31/32", plus or minus 1/32". c. Bending Floor Lever. To increase or decrease distance between float body (36)and machined surface (26) use long nosed pliers and bend lever close float body. NOTE: Replace with new float if position e. is off more than 1/16 throttle body to fuel bowl assembly gasket (37) 5. Install on machined surface of throttle body (26). 6. Install idle adjusting needle (17) and spring (18). Screw needle IN (clockwise) until it seats lightly against the idle discharge hole, then back it out l~ turns as a preliminary idle adjustment. REASSEMBLE FUEL BOWL 1. Install the main jet (41) and fibre washer (40), using Zenith Tool No. C161-83 main jet wrench. the main jet hex plug (43) and fibre washer 2. Install (42), using a 9/16 ~ open end wrench. 3. Install the idle jet (38), using a small screwdriver. 4. Install the bowl drain plug (44). REASSEMBLE CARBURETOR BODIES Install the three bowl assemblyscrews (45, 46) through the fuel bowl and into the throttle body and draw down firmlyand evenly, SPECIAL TOOLS The special tools recommended are: 1. C161-83 Main Jet Wrench. 2. C161-85 Fuel Valve Seat Wrench.

SERVICE AND REPAIR PROCEDURE IDENTIFY CARBURETOR Checkthe numberson the metal identification disc pinned to the top of the throttle bodyor indented in it. Theplain number is the Zenith assembly number, the number with the letter "L" pre-fixed to it is Wis-Con Total Powerspart numberfor the complete assembly.

DISASSEMBLY
SEPARATE CARBURETOR BODIES Remove the three bowl assembly screws (45, separate fuel bowl (39) from throttle body (26). 46) and

DISASSEMBLE FUEL BOWL 1. Remove the main jet plug (43) and fibre washer (42), using a 9/16" open end wrench. 2. Remove the main jet (41) and fibre washer (40), using Zenith Tool No. C161-83 main jet wrench. 3, Removethe Idle Jet (38),usinga smail screwdriver. 7.Removethe bowl drain plug (44). DISASSEMBLE THROTTLE BODY I. Removethe float axle (35) by pressingagainst the end with the bladeof a screwdriver. 2. Removethe float(36). 3. Removethe fuel valveneedle(31),usingthe fingers. body gasket(37). 4. Removethe fuel bowl to throttle 5. Remove the main discharge jet (32), using a small screwdriver. 6. Removethe fuel valve seat (31) and fibre washer (30), using Zenith Tool No. C161-85. 7. Remove the idle adjusting needle (17) and spring (18). CLEANING Thoroughly clean all metal parts in Bendix Metalclene or Speedclene and rinsein cleaning solvent. Blowout all passagesin throttle body and fuel bowlwith reduced air pressure. Be sure all carbondepositshave been removedfrom throttle bore and idle discharge holes.Reverse the flow of compressed air throughall passagesto insurethe removal of all dirt. NEVER USE A DRILL OR WIRE TO CLEAN OUT JETS OR IDLE HOLES.

38

Y-95 Series

WlCO MODEL XHG-4

FOR WISCONSIN
SERVICE
40 58

MAGNETO

MODEL VG4D ENGINES

INSTRUCTIONS
31 42 36 2..9 49

21 5

34 41

TIMING Themagneto is properlytimed to the engineat the factory. If it becomes necessaryto retiree the magneto to the engine, refer to the diagramand insn"uctionsin the engine instruction book. LUBRICATION Theonlylubricatingpoint in the magneto is the cam wiperfelt (Ref. No. 19). This felt, which lubricates the breakerarmat point of contact with the cam,shouldbereplacedwhenever it is necessaryto replace the breakercontacts.

IMPORTANT
Incorrectly adjusted spark plug gaps cause magneto failure more frequently than any other condition. Sparkplugs shouldbe inspectedat frequentintervals, the size of the gap should be carefully checked and adjusted and the plugs thoroughly cleaned. All oil, grease, and din should frequently be wipedoff the magneto,lead wires, and spark plug insulators. Keepingthese pans clean and the spark plugs properly adjusted will improvethe engine performance andat the sametime will prolongthe life of the magneto. DISTRIBUTOR CAP AND ARM Thedistributor cap(Ref. No.43) may beremoved by loosening the 4 screws which holdit in place. Alter the cap has beenremoved, the distributor arm(Ref No.57) maybe pulled off the bridge. When replacing the arm makesure the timing marks on the distributor armand the pinion gear are in line.

(Ref. No. 48), the breakerarmlock and washer,(Ref No. 14) and (Ref No.18), then lift the breaker armfromits pivot. Remove the spacing washer and the two breaker plate clamp.,;crews (Ref No. 44). The breaker plate can then be removed. [f the contacts need repl acingit i s recom mended that boththe fixed contact and the breaker arm be replaced at the same time, using replacement breaker set (Ref No. 46). After assembly,the contacts should be adjusted as described in BreakerContactsparagraph. Thecontacts should be kept clean at all times. Lacquerthinner is an ideal cleaner for this purpose. UseWICO tool S -5449,to adjust the alignment of the contac t,~ so that bothsurfaces meet squarely. CONDENSER Toremove the condenser(Ref. No. 35), In-st disconnectthe condenser lead by removing the breaker arm,spring screw (Ref No. 48), then remove the two condenserclamp.screws (Ref. No. 22), and the condenser clamp (Ref No. 30). When replacing the condenser make sure it is properly placedbetween the two locating bosses andthat the clampscrews are securely tightened. COIL AND COIL CORE Thecoil and coil core mustbe removed fromthe magneto housing as a unit. After the distributor cap and distributor ann have been removed,and the primary wire disconnected from the breaker ann spring terminal by removing screw(Ref No. 48), take out the two coil core clampscrews (Ref No. 21), and remove the clamps(Ref. No. 38). Thecoil and core can then be pulled fromthe housing.When replacing this groupmake sure that the bare primarywire is connected underthe core clamp screwandthat the insulated wireis connected the the breaker armspring terminal. REMOVAL OF COIL FROM CORE Thecoil (Ref No. 40) is held tight on the core (Ref. No. 29) by spring wedge.It will be necessaryto press against the coil core with considerable force to removeit from the coil. Thecoil should be supported in sucha way that there is no dangerof the primary of the coil being pushedout of the secondary.

BREAKER CONTACTS m REPLACEMENT AND ADJUSTMENT

The breaker contacts should be adjusted to .015" whenfully opened.Toadjust the contacts, loosen the twoclarnp screws(Ref. No. 44) enough so that the contact plate can be moved. Insert the endof a smallscrewdriver in the adjusting slot andopenor close the contactsbymoving the plate until the opening is .0l 5", measuring with a feeler gaugeof that thickness, tighten the two clamp screws. To replace the contacts removethe breaker ~fing clampscrew 39

MAGNETO SERVICE INSTRUCTIONS FAIRBANKS-MORSE TYPE FM-X4B7A

Wisconsin No. Y-97-$1 (With GD-103-1 DRIVE GEAR) FOR MODEL VG4D

Y-97 Series

GENERAL DESCRIPTION Fairbanks-Morse Type FM-X4B7A Magneto is designed and engineered to provide quick easy starting and maximum dependability of operation with minimum service. The compact a~nico magnetic rotor assures an intensely hot spark under most operating conditions. SERVICE PROCEDURE

Coil and condenser replacement while simple are not recommended unless adequate test equipment is available. N,. ,-t~empt should be made to remove magnetic rotor from housing unless specific instructions for releasing the shaft are available. INTERNAL TIMING, FIG. 2

The first step in magneto field servicing is to examine the magneto for corroded high tension towers, broken wires, orhigh tension wires not pushed far enough into the magneto tower to make good contact. Then test the ignition spark while engine is being cranked. If a strong spark is observed, the magneto is not the cause of engine malfunction. If no spark is seen, proceed with servicing magneto. SERVICING BREAKER POINTS, FIG. 1

If, for any reason, the magneto has been dismantled to the extent that the distributor gear has been removed the teeth must be properly meshed with those of the magnetic rotor gear upon reassembly. The gear teeth are marked to facilitate internal timing. The single marked tooth of the rotor gear must mesh between the two teeth of the distributor gear designated by the letter C. Toothof Rotor Gear Must Mesh Between The C Markof Distributor Gear

Remove the end cap cover, distributor rotor and the end cap. Then inspect the breaker points for pitting, oxidation and shorting. If points are worn or shorted, they should be replaced. To remove the point set, take out the breaker arm terminal screw releasing the breaker arm spring, coil lead and condenser lead. Remove the fulcrum pin snap ring and slide the breaker arm off the fulcrum pin. Remove the contact support locking screws and lift off the contact support. The installation of new points is the reverse of the removal. After the points have been installed, they should be adjusted to the correct clearance of 0.0IS inch at high point of cam. Be sure the points are clean and bright before adjusting them. Insert a screwdriver in the slot of the support bracket and pivot it between the two small bosses on the bearing support until the desired clearance is obtained. Then clean the points again before sealing the magneto.

Fig. 2, INTERNALTIMING GEARS TIMING THE MAGNETO TO THE ENGINE magneto has been removed from the enl~ine for the operator must follow the engine manufacturers for timing the magneto to the engine. Refer to Timing in engine instruction manual. When the magnetoon the engine, be sure the magneto attached and that the housing to engine gasket condition. 3

If the servicing, instructions Magneto installing is properly is in good

COIL CONDENSER MEASURE BREAKER POINT GAP WHEN OPEN. ADJUST TO .015 INCH BREAKER LOCKING CONTACT ADJUSTING Fig. I, FIELD ARM SCREWS PLATE SLOT BREAKERPOINT ADJUSTMENT

SPECIAL DRIVE GEAR, FIG.

The magneto is equipped with a special drive gear mounted directly on the impulse coupling. If it is necessary to replace the drive gear, special care must be exercised in reassembly. It is possible to be off 180 in timing if gear is improperly mounted. Assemble gear as follows: Remove magneto end cap cover and turn distributor rotor until it is in firing position for No. I cylinder. Retain rotor in this position and fit the drive gear to the impulse coupling lugs so that the prick punch mark on front of gear is located as shown. PLACE DISTRIBUTOR ROTOR IN FIRING POSITION No. 1 CYLINDER - THENGEAR WITH PRICK PUNCH MARKED GEAR TOOTH LOCATED THUS DRIVE GEAR Fig. 3, DRIVE GEARMARKINGAND ASSEMBLY

SERVICE NOT RECOMMENDED

The cam wick, if dry or hard, should be replaced with a new factory impregnated wick. Other than this the magneto does not require field lubrication. No attempt should be made to oil or grease the magneto bearings. The magneto lubricant should be replaced only during the overhaul of the magneto by a Fairbanks-Morse authorized service station using recommended lubricant and factory engineered parts.

4O

SOLID STATE IGNITION DISTRIBUTORS

Many new Wisconsin multi-cylinder engines: are nowbeing equipped with a solid state ignition distributor. Externally the newsolid slate ignition distributors are similar in appearance to a conventionalpoint ignition distributor.. Internally the majordifferences are: 1. Distributor cam whichopens ignition points has been replaced with a magnet assembly. 2. Ignition points have beenreplaced with a "Hall effect type" electronic module. This solid slate ignition distributor uses two primary wire leads whichattach to the ignition coil. Theblack or blue lead connectsthe negative(-) terminalof the ignition coil while the red lead connectsto the positive (+) side of the ignition coil. NOTE: The sameWisconsin coil is used on thc solid slate and point ignition systems. TROUBLESHOOTING Thefollowingsteps shouldbe performed if the ,engines ignition systemappears to be not operating properly: 1. Visuallyinspectplugwires, coil wire, di~;tributorcap and rotor. Replaceany components that showdeterioration. It is especiallyimportant that the cap andplugwiresbe in goodcondition,free of oil, greaseandr.aoisture. 2. Check for loose or poor connections in ignition circuit. Checkbattery terminals for corrosion and loose connections. 3. Checkbattery voltage with engine off. It should be 12 to 15 volts. If the above items have been checkedand found to be proper and the engines distributor is believed to be faulty, the distributor should be tested. NOTE: Ignition timing adjustment specifications and procedures for the solid state ignition systemsare the sameas the corresponding point ignition distributor. An;tutomotive type timinglight shouldbe used to checkandadjust ignition tim ing. TESTING Testingcanbe doneeither witha voltmeter or a 12 volt test light. VOLT METER TESTING 1. Connect the positive (+) lead ofa wgltmeter to the negative(-) side of the ignition coil. Ground the negative (-) lead of the voltmeter. Set the voltmeter to volts on at least a 15 volt scale. 2. Disconnectthe high voltage wire from Lhecenter of the distributor cap and groundit to the engine block or chassis. 3. Crank engine. 4. The voltmeter should fluctuate from a range of 1 to 2 volts to a range of 10to 12 volts as the engine i s cranked. NOTE: On somevoltmeters the needle, will appear to bouncebetween 1 and 12 volts. 5. If the voltmeterdoesnot fluctuate, one of the following problemsexist: 41 a. If the voltmeter shows a constant0 reading,there is an opencircuit somewhere in the primaryignition circuit. b. If the voltmeter shows a constantvoltagein the 1.0 to 3.5 volt range, the electronic module is stiorted out. c. If the voltmetershowsa constantvoltage equal to the battery voltage, the electronic modulehas an open circuit and requires replacement. 12 VOLT TEST LIGHT 1. Connect the test light between the positive (+) side the ignition coil and ground.Withthe ignition switchin the "on" position the light shouldlight. NOTE: If there is no voltage presentat the positive side of the coil, recheckthe circuit fromthe battery through the ignition switchto the coil. 2. Disconnect the black primary lead going betweenthe ignition coil negative(-) terminaland the distributor. Connect the test light to the negative(-) terminalof the ignition coil. Turnthe ignition switchon- the test light shouldlight, if not the ignition coil primarywinding is open and the coil should be replaced. Reconnect the black primarylead of the distributor to the negative(-) terminal of the ignition coil. Connect the test light again to the negativeterminalof the ignition coil. 3. Disconnect the high voltage wire fromthe center of the distributor cap and groundto the engine. 4. Crankthe engine. 5. Thetest light should flicker as the engine is cranked. 6. If the light doesnot flicker then the distributor electronic module is faulty. NOTES To avoid damage to the distributor components the following conditions must be avoided: REVERSE POLARITY - Do not reverse the battery cables - (this distributor is for negativeground systems only) or the ignition coil wires. Blackcoil lead to negativeterminal of the coil; red lead to positive terminalof the coil. Some early production distributors have a blue lead instead of a black lead for the negativecoil lead. 2. VOLTAGE SURGES - Do notoperate the engine with the battery disconnected.Insure all electrical connections are madeproperly. Avoidusing switches on the engine which cause excessive arcing. 3. Disconnectthe ground(negative) cable whencharging the battery. STARTING - Only use another 12 volt battery 4. JUMP for jumpstarting - be sure battery polarity is correct (positive to positive, negativeto negative.) NOTE:AHIGH AMPERAGE BOOST CHARGER CAN DAMAGETHE SOLID STATECOMPONENTS WITHIN THEDISTRIBUTOR.

ENGINE MAINTENANCE SCHEDULE

CHECKOIL LEVEL. Add to full mark * Do not overfill.

I PageDoily
, Ref. 5 7 9 7 recommended. RV-40. 5 8 8 between necessary 21 9,10

Weekly or 50 hrs. 100 hrs. 1250 hrs. Seasonally or 500 hrs.

CHECKAIR CLEANER. Shake out accumulated dirt from dry element cleaner * Maintain oil level in all bath type cleaner. CLEAN AIR INTAKE SCREEN. Cleon cooling CLEAN AIR FILTER ELEMENT. Dry Element fins if necessary. Bath types.

and Oil

CHANGECRANKCASE OIL. Use grade and classification of oil In adverse conditions change oil every S0 hours of operation. REPLACEOIL FILTER every CLEAN oil change. CAP. Replacement Filter

CRANKCASE BREATHER

CHECKCOMPRESSION. Pressure should not vary more than 10 p.s.i, cylinders. Removehead- clean out carbon deposits. Reseat valves if INSPECT SPARK PLUGS and BREAKER POINTS. Raplaca if necessary and regap to specification. INSPECT FUEL FILTER. Cleon filter screen and glass arm pivot. bowl.

8 8 9 9 6

LUBRICATE DISTRIBUTOR CAM and breakm"

INSPECT COOLING S~STEM. Remove shrouding and scrape off dirt from between fins, around cylinders and from shrouding. INSPECT STARTING MOTOR.Check for CHANGE OIL IN loose mounting and cable connections.

CLUTCH and REDUCTION GEAR HOUSINGS.

TORQUE SPECIFICATIONS FOR MACHINE HARDWARE (dr),) Special TorqueValues General Torque Values- Maximum Foot Pounds TORQUE Foot Pounds 28-32 56-62 PART CONNECTING ROD CYLINDER BLOCK CYLINDER HEAD OIL PAN (ENGINE BASE) GEAR COVER MANIFOLD NTAKE& XHAUST) MARKINGS ON BOLT HEADS Foot Pounds Torque 2.3 2.5 6 7 13 14 23 26 37 41 57 64 6O 85 95 40 Foot Pounds Torque 3.5 4 11 13 21 23 Foot Pounds Torque 5 5.6 12 15 25 30 5O 60 85 95 125 140 SAE GRADE 1 or2 SAE GRADE 5 SAE GRADE 8

SIZE 10-24

28-32 8-11 16-18 32-35 25-30 95-110 25-30

10-32 I/4-20 I/4-28 5/16-18 5/16-24 3/8-16 3/8-24 7/16-14 7/16-20 I/2-13 I/2-20

MAIN BEARING PLATE FLYWHEEL NUT SPARK PLUG

Caution: T~htening into aluminum usually requires less torque. Increase Chart TorqueValues by 20%if lubricant is used.

42

SERVICEANDPARTS Availabl from your Authoriz d WlS-CON TOTAL POWER Service Center

H EADQUARTERS: 3409Democrat Road P.O. Box 181160 Memphis, Tennessee 38181 Phone: (901) 365-3600 TELEX: 462-1058 (ITT) FAX NO:(901) 369-4050 EUR PEAN: RueJoseph Deflandre,13 B-4053 Chaudfontaine (Liege) Belgium Phone:(32) (41) 675320 TELEX: 42631 TDY TPB FAXNO:(32) (41) December/1993 TTP20125