TECUMSEH

T E C H N I C I A N ' S H A N D B O O K
This manual covers engine models: ECV100 - 120, H22 - 80, HH40 - 70, HHM80, HM70 - 100, HMSK70 - 110, HMXL70, HS40 - 50, HSK30 - 70, HSSK40 - 50, HT30 - 35, HXL35, LAV30 - 50, LEV80 - 120, TNT100 - 120, TVM125 - 220, TVXL170 - 220, TVS75 - 120, TVXL105 - 115, V40 - 80, VH40 - 70, V60 - 70, VM70 - 100 Model numbers are located on the engine shroud.
3 TO 11 HP 4-CYCLE L-HEAD ENGINES

CONTENTS

CHAPTER 1 GENERAL INFORMATION.... 1 ENGINE IDENTIFICATION.... 1 INTERPRETATION OF MODEL NUMBER.... 1 SHORT BLOCKS..... 2 FUEL..... 2 ENGINE OIL..... 3 TUNE-UP PROCEDURE.... 3 STORAGE..... 4 CHAPTER 2 AIR CLEANERS.... 5 GENERAL INFORMATION.... 5 OPERATION..... 5 COMPONENTS..... 5 TROUBLESHOOTING OR TESTING.... 5 SERVICE..... 6 DISASSEMBLY PROCEDURE.... 6 POLYURETHANE-TYPE FILTER ELEMENT... 6 PAPER-TYPE FILTER ELEMENT.... 6 CHAPTER 3 CARBURETORS AND FUEL SYSTEMS.... 7 GENERAL INFORMATION.... 7 OPERATION..... 8 FUEL PRIMERS..... 8 IMPULSE FUEL PUMPS.... 9 FLOAT STYLE CARBURETORS.... 9 DIAPHRAGM (PRESSURE DIFFERENTIAL) CARBURETORS... 9 COMPONENTS..... 10 CARBURETOR IDENTIFICATION.... 11 DUAL SYSTEM CARBURETORS..... 11 SERIES 1 CARBURETORS.... 11 SERIES 3 & 4 CARBURETORS.... 11 DIAPHRAGM CARBURETORS.... 11 SERIES 6 CARBURETORS 4-CYCLE.... 12 SERIES 8..... 12 SERIES 9..... 12 SERIES 10 (EMISSION)..... 12 NON-TECUMSEH CARBURETORS -- DELLORTO CARBURETOR... 12 ENGINE TROUBLESHOOTING CHART... 13 CARBURETION TROUBLESHOOTING CHART... 14 TESTING..... 15 SERVICE..... 15 CARBURETOR PRE-SETS AND ADJUSTMENTS... 15 FINAL ADJUSTMENTS (NON-EMISSION ENGINES).... 16 NON-ADJUSTABLE CARBURETOR.... 16 DISASSEMBLY PROCEDURE..... 17 FLOAT STYLE CARBURETORS.... 17 DIAPHRAGM CARBURETORS.... 19 FLOAT ADJUSTING PROCEDURE.... 19 INSPECTION..... 20 ASSEMBLY..... 21 STANDARD SERVICE CARBURETORS.... 24 CHAPTER 4 GOVERNORS AND LINKAGE... 26 GENERAL INFORMATION.... 26 OPERATION..... 26 INTERNAL COMPONENTS (VARIOUS STYLES)... 26 TROUBLESHOOTING..... 26 ENGINE OVERSPEEDING..... 27 ENGINE SURGING..... 27 SERVICE..... 27 GOVERNOR ADJUSTMENT.... 27 GOVERNOR ADJUSTMENT PROCEDURE FOR SHORT BLOCK INSTALLATIONS.. 27
C Tecumseh Products Company 1998
GOVERNOR GEAR AND SHAFT SERVICE.... 28 SPEED CONTROLS AND LINKAGE... 29 CHAPTER 5 REWIND STARTERS.... 35 GENERAL INFORMATION.... 35 OPERATION..... 35 COMPONENTS..... 35 SERVICE..... 35 ROPE SERVICE..... 35 RETAINER REPLACEMENT.... 36 STYLIZED REWIND STARTER (TVS, HM, TVM, TVXL), AND STAMPED STEEL STARTER (HM, VM, TVM, TVXL).... 36 STYLIZED REWIND STARTER WITH PLASTIC RETAINER... 37 STANDARD STAMPED STEEL AND CAST ALUMINUM STARTER (HM, VM).. 38 VERTICAL PULL STARTER HORIZONTAL ENGAGEMENT TYPE... 39 VERTICAL PULL STARTER VERTICAL ENGAGEMENT TYPE.. 40 CHAPTER 6 ELECTRICAL SYSTEMS.... 42 GENERAL INFORMATION.... 42 OPERATION..... 42 STARTING CIRCUIT AND ELECTRIC STARTERS... 42 CHARGING CIRCUIT.... 42 CONVERTING ALTERNATING CURRENT TO DIRECT CURRENT.. 43 HALF WAVE RECTIFIER SINGLE DIODE.... 43 FULL WAVE RECTIFIER BRIDGE RECTIFIER.... 43 COMPONENTS..... 43 BATTERY..... 43 WIRING...... 43 ELECTRICAL TERMS..... 44 BASIC CHECKS..... 45 TROUBLESHOOTING ELECTRICAL STARTER CIRCUIT FLOW CHART.. 46 TROUBLESHOOTING ELECTRICAL CHARGING CIRCUIT FLOW CHART.. 47 TESTING PROCEDURE.... 48 STARTING CIRCUIT.... 48 CHARGING CIRCUIT.... 48 VOLTAGE REGULATIONS.... 56 LOW OIL SHUTDOWN SWITCHES.... 56 SERVICE..... VOLT OR 120 VOLT ELECTRIC STARTERS WITH EXPOSED SHAFT.. VOLT D.C. OR 120 VOLT A.C. ELECTRIC STARTERS WITH THE STARTER GEAR UNDER THE CAP ASSEMBLY.... 57 INSPECTION..... 58 CHAPTER 7 FLYWHEEL BRAKE SYSTEMS.... 59 GENERAL INFORMATION.... 59 OPERATION..... 59 BOTTOM SURFACE SYSTEM..... 59 INSIDE EDGE SYSTEM..... 60 COMPONENTS..... 60 SERVICE..... 61 FLYWHEEL REMOVAL..... 61 BRAKE LEVER AND PAD..... 61 IGNITION GOUNDOUT TERMINAL.... 61 STARTER INTERLOCK SWITCH.... 62 CONTROL CABLE..... 62 BRAKE BRACKET REPLACEMENT.... 62 CHAPTER 8 IGNITION..... 63 GENERAL INFORMATION.... 63 OPERATION..... 63 SOLID STATE IGNITION SYSTEM (CDI).... 63 MAGNETO IGNITION SYSTEM (POINTS).... 63 IDENTIFICATION OF TECUMSEH IGNITION SYSTEMS... 64 COMPONENTS..... 64 IGNITION TROUBLESHOOTING.... 66 ii
TESTING PROCEDURE.... 67 SERVICE..... 68 SPARK PLUG SERVICE.... 68 CONDITIONS CAUSING FREQUENT SPARK PLUG FOULING... 68 IGNITION TIMING PROCEDURE..... 68 SERVICE TIPS..... 71 CHAPTER 9 INTERNAL ENGINE AND CYLINDER... 72 GENERAL INFORMATION.... 72 OPERATION..... 72 4-CYCLE ENGINE THEORY.... 72 LUBRICATION SYSTEMS..... 73 COUNTERBALANCE SYSTEMS.... 73 COMPONENTS..... 74 ENGINE OPERATION PROBLEMS.... 75 TESTING..... 77 ENGINE KNOCKS..... 77 ENGINE OVERHEATS..... 77 SURGES OR RUNS UNEVENLY.... 77 ENGINE MISFIRES..... 77 ENGINE VIBRATES EXCESSIVELY.... 78 BREATHER PASSING OIL.... 78 EXCESSIVE OIL CONSUMPTION.... 78 LACKS POWER..... 78 SERVICE..... 79 DISASSEMBLY PROCEDURE..... 79 CYLINDERS..... 81 CYLINDER HEADS..... 82 PISTONS, RINGS AND CONNECTING RODS.... 82 CRANKSHAFTS AND CAMSHAFTS... 84 VALVES..... 85 CRANKCASE BREATHERS.... 86 CYLINDER COVER, OIL SEAL, AND BEARING SERVICE... 87 CRANKSHAFT BEARING SERVICE.... 88 COUNTERBALANCE SERVICE.... 89 FLYWHEEL SERVICE..... 89 CHAPTER 10 ENGINE SPECIFICATIONS.... 90 FOUR CYCLE TORQUE SPECIFICATIONS.... 91 ENGINE SPECIFICATIONS STANDARD POINT IGNITION... 93 SOLID STATE AND EXTERNAL IGNITION... 97 CHAPTER 11 EDUCATION MATERIALS AND TOOLS.... 102 DECIMAL / FRACTION CONVERSIONS.... 105 SEARS CRAFTSMAN CROSS REFERENCE SUPPLEMENT INCLUDED IN BACK OF BOOK

In the CHOKE or START position, the choke shutter is closed and the only air entering the engine enters through openings around the shutter. As the engine starts to rotate, downward piston travel creates a low air pressure area (or vacuum) above the piston. Higher pressure (atmospheric) air rushes into the engine and fills this low pressure area. Since the majority of the air passage is blocked by the choke shutter, a relatively small quantity of air enters the carburetor at an increased speed. The main nozzle and both idle fuel discharge ports are supplying fuel due to the low air pressure in the engine intake. Maximum fuel flow through the carburetor orifices combined with the reduced quantity of air that passes through the carburetor, make a very rich fuel mixture which is needed to start a cold engine. At engine IDLE speed, a relatively small amount of fuel is required to operate the engine. The throttle is almost completely closed. Fuel is supplied through the primary idle-fuel discharge orifice. NOTE: Dual system carburetors do not have an idle circuit. During INTERMEDIATE engine operation, a second orifice is uncovered as the throttle shutter opens, and more fuel is allowed to mix with the air flowing into the engine. During HIGH SPEED engine operation, the throttle shutter is fully opened. Air flows through the carburetor at high speed. The venturi, which decreases the size of the air passage through the carburetor, further accelerates the air flow. This high speed movement of the air decreases the air pressure at the main nozzle opening. Fuel is forced out the main nozzle opening due to the difference in the air pressure on the fuel in the carburetor bowl and the reduced air pressure at the main nozzle opening. For the fuel to flow, the carburetor bowl must be either vented externally or internally. Some internally vented float style carburetors use a tygon tube and a vent within the air intake. This tube must be present for the carburetor to operate properly (diag. 2). Air is bled into the main nozzle and through the air bleed located in the air horn. This mixes the fuel and air prior to the fuel leaving the main nozzle. Atomization occurs as the fuel mixture contacts the fast moving air stream. This mist then flows into the intake of the engine.

As the speed of the engine increases, the governor weights (on the governor gear) move outward by centrifugal force. The shape of the governor weights force the governor spool to lift. The governor rod maintains contact with the governor spool due to the governor spring tension. As the spool rises, the governor rod rotates, causing the attached outer governor lever to pull the solid link and close the throttle opening. When the engine speed decreases, the lower centrifugal force allows the governor weights to be pulled in by the governor spring. As the spool lowers, the governor rod rotates and the solid link pushes the throttle to a more open position (diag. 1).

SPRING

THROTTLE

GOVERNOR SHAFT

WEIGHTS GOVERNOR GEAR

GOVERNOR SPOOL

INTERNAL COMPONENTS (VARIOUS STYLES)
RETAINING RING SPOOL RETAINING RING GEAR ASSY. (GOV.) SPOOL UPSET NO RETAINING RING SHAFT WASHER RETAINING RING GEAR ASSY. (GOV.) WASHER GEAR ASSY. (GOV.) WASHER SHAFT SPACER BRACKET RETAINING RING SPOOL
SHAFT ROD ASSY (GOV.) SPOOL WASHER RETAINING RING GEAR SHAFT

WASHER

GEAR ASSY. (GOV.)

SCREWS

TVS STANDARD

TVS UPSET

MEDIUM FRAME

HORIZONTAL

TROUBLESHOOTING
Engine problems where the governor is suspected to be the cause, may actually be the result of other engine system problems. Hunting (engine R.P.M. surging up and down) indicates that the engine is incapable of maintaining a constant R.P.M. with or without an engine load. Engine overspeeding (either with or without throttle movement) must be corrected immediately before serious engine damage occurs. Use the following procedure to diagnose a suspected governor problems.

ENGINE OVERSPEEDING

1. If the engine runs wide open (faster than normal), shut the engine off immediately. 2. Check the condition of the external governor shaft, linkage, governor spring, and speed control assembly for breakage, stretching or binding. Correct or replace binding or damaged parts. 3. Follow the governor adjustment procedure and reset the governor - see "Service" in this chapter. 4. Run the engine. Be ready to shut the engine off if an overspeed problem still exists. If the problem persists, the engine will require disassembly to inspect the governor gear assembly for damage, binding, or wear. 5. See Chapter 9 under "Disassembly Procedure" to disassemble the engine. 6. Remove the governor gear assembly. Repair or replace as necessary.

PATH OF MAGNETIC LINES OF FORCE

MAGNET

FLYWHEEL ROTATION

POINTS CLOSED

POINTS OPEN
IDENTIFICATION OF TECUMSEH IGNITION SYSTEMS
INTERNAL IGNITION EXTERNAL IGNITION
SOLID STATE IGNITION (CDI)
COMPONENTS OF A TECUMSEH MAGNETO IGNITION SYSTEM (DIAG. 7)
A. Flywheel with magnets B. Coil C. Condenser D. Spark plug E. Contact points F. Ignition cam
E. CONTACT POINTS D. SPARK PLUG A. FLYWHEEL WITH MAGNETS B. COIL

C. CONDENSER

G. STATOR PLATE
G. Stator plate (dust cover, cam wiper, and laminations.) H. Flywheel key The flywheel with magnets provide the magnetic flux (or field) which is necessary to induce the low voltage in the primary circuit. A horseshoe magnet is a good example of how the magnets function in the flywheel. The magnets are either cast in or glued onto the flywheel, and are not a replaceable item (diag. 8). The ignition coil is used to increase the low voltage in the primary to high voltage in the secondary, capable of jumping the spark plug gap. The coil consists of a primary and a secondary winding of wire. The primary is the low voltage (200 - 300 volts) winding, consisting of approximately 150 turns of heavy gauge wire next to the core. The secondary winding consists of approximately 10,000 turns of very fine wire wrapped over the primary. When induced by the primary, the secondary winding generates a voltage of between 10,000 - 20,000 volts, which can arc the spark plug gap (diag. 9). 64
H. FLYWHEEL KEY F. IGNITION CAM 7
PRIMARY WINDING GROUND LEAD

SECONDARY WIRING

PRIMARY LEAD HIGH TENSION LEAD
The condenser acts as an electrical shock absorber to prevent arcing between the contact points as they open. Arcing will lower the voltage at the spark plug, as well as burn and pit the contact points. The condenser is a replaceable item (diag. 10). 10 The spark plug is made up of two electrodes. The outside electrode is grounded and secured to the threaded sleeve. The center electrode is insulated with porcelain. The two are separated by an air gap which creates a resistance. A large voltage from the secondary arcs the air gap which causes a spark and ignites the air-fuel mixture in the cylinder (diag. 11).

OPERATION 4-CYCLE ENGINE THEORY
All 4-cycle engines require four piston strokes to complete one power cycle. The flywheel on one end of the crankshaft provides the inertia to keep the engine running smoothly between power strokes. The camshaft gear is twice as large as the mating gear on the crankshaft so as to allow proper engine valve timing for each cycle. The crankshaft makes two revolutions for every camshaft revolution. 1. INTAKE. The intake valve is open and the exhaust valve is closed. The piston is traveling downward creating a low pressure area, drawing the air-fuel mixture from the carburetor into the cylinder area above the piston (diag. 1). 2. COMPRESSION. As the piston reaches Bottom Dead Center (BDC) the intake valve closes. The piston then rises, compressing the air-fuel mixture trapped in the combustion chamber (diag. 2). 3. POWER. During this piston stroke both valves remain closed. As the piston reaches the Before Top Dead Center (BTDC) ignition point, the spark plug fires, igniting the air-fuel mixture. In the time it takes to ignite all the available fuel, the piston has moved to Top Dead Center (TDC) ready to take the full combustive force of the fuel for maximum power during downward piston travel. The expanding gases force the piston down (diag. 3). 4. EXHAUST. The exhaust valve opens. As the piston starts to the top of the cylinder, the exhaust gases are forced out (diag. 4). After the piston reaches Top Dead Center (TDC), the four stroke process will begin again as the piston moves downward and the intake valve opens. POWER 3 EXHAUST 4 INTAKE 1 COMPRESSION 2

LUBRICATION SYSTEMS

The lubrication system used with all Tecumseh horizontal crankshaft engines covered in this manual utilize a splash type system. An oil dipper on the connecting rod splashes oil in the crankcase to lubricate all internal moving parts. Some engines have the dipper as an integral part of the connecting rod assembly, while others have a dipper that is bolted on with one of the rod bolts (diag. 5). All vertical shaft engines use a positive displacement plunger oil pump or rotary type oil pump. Oil is pumped from the bottom of the crankcase, up through the camshaft and over to the top main bearing. Oil under pressure lubricates the top crankshaft main bearing and camshaft upper bearing (diag. 6). On all Tecumseh vertical shaft 4-cycle engines, the oil is sprayed out under pressure through a small hole between the top camshaft and crankshaft bearing to lubricate the piston, connecting rod, and other internal parts (diag. 7). The plunger style oil pump is located on an eccentric on the camshaft. As the camshaft rotates, the eccentric moves the barrel back and forth on the plunger forcing oil through the hole in the center of the camshaft. The ball on the end of the plunger is anchored in a recess in the cylinder cover (diag. 8).

1. Check the spark plug for the proper application or a fouled condition. Replace if questionable. 2. Reset the carburetor following the adjustment procedure or clean the carburetor. See Chapter 3 under "Service." 3. Check the ignition timing. See Chapter 8 under "Service." 4. Check for carbon buildup in the combustion chamber. 5. Inspect the valves and valve seats for leakage. Check for scoring or discoloration on the valve stem in the valve guide area. Recut the valves and seats if questionable. See "Valve Service" in this chapter. (continued on top of next page) 77
1. Check the engine crankshaft on the PTO end for bends using a straight edge, square or a dial indicator. Blades or adapters must be removed. Any deflection will cause a vibration problem. 2. Check the engine mounting bolts, make sure they are tight. 3. Remove and check the attached equipment for an out of balance condition. 4. If the engine is equipped with a counterbalance shaft, check the gear timing to determine if the counterbalance is out of time.
1. Check the oil level, make sure the engine is not overfilled. Also verify that the viscosity rating on the container of the oil being used is to specification. 2. Check the angle of operation. Avoid prolonged use at a severe angle. 3. Check the engine R.P.M. setting for excessive R.P.M. using a vibratach or other tachometer and compare it to the R.P.M. settings found on microfiche card # 30 according to the engine model and specification number. Adjust the high and low R.P.M. as necessary. 4. Check for leaking or damaged gaskets, seals, or "O"-rings. External leaks may not be evident; however, the leak may prevent the engine from achieving a partial crankcase vacuum. 5. Check the breather for damage, dirty condition, or improper installation. The oil return hole(s) must face down. 6. Check the engine compression using a compression tester. If the engine has weak compression, determine the cause of weak compression: worn rings, leaking head gasket, or leaking valves. Follow the compression tester's procedure.
1. Check the oil level, oil viscosity on the container of the oil being used, and oil condition. Replace and fill to the proper level. 2. Check the angle of operation. Avoid prolonged use at a severe angle. 3. Check for leaking or damaged gaskets, seals, or "O"-rings. External leaks may not be evident, however, the leak may prevent the engine from achieving a partial crankcase vacuum. 4. Check the engine R.P.M. setting using a vibratach or other tachometer and compare it to the R.P.M. settings found on microfiche card #30 according to the engine model and specification number. Adjust as necessary. 5. Check the breather for damage, dirty condition, or improper installation. The oil return hole(s) must face down. 6. Clean the cooling fins to prevent overheating. 7. Check the carburetor setting causing a lean running condition, overheating the engine. 8. Check the engine compression using a compression tester. If the engine has weak compression, determine the cause of weak compression: worn rings, leaking head gasket, or leaking valves. Follow the compression tester's procedure. 9. Check the valve guide clearance for excessive wear.

CAM GEAR EXHAUST CAM ROLL PIN
SPRING INTAKE CAM PLUNGER (COMPRESSION RELIEF PIN)

CYLINDERS

Visually check the cylinder for broken or cracked fins or a scored cylinder bore. Check the main bearings for wear or scoring. If the main bearings are worn or scored they can be replaced on some models. See "Crankshaft Bearing Service" in this chapter. Use a dial bore gauge or telescoping gauge with a micrometer to accurately measure the cylinder bore. Measure in the piston travel area approximately 1/2 to 3/4 of an inch (12.7 to 19.05 mm) from the top and the bottom. Measure at 90 degrees to the piston pin, 45 degrees to the piston pin, and even with the piston pin as the piston would appear when assembled. A rigid hone is recommended to "true" any cylinder irregularities. If the cylinder bore is worn more than.005" (.127 mm) oversize, out of round or scored, it should be replaced or re-sized to.010 or.020 oversize (.254 mm or.508 mm). In some cases engines are built with oversize cylinders. If the cylinder is oversize, the oversize value will be imprinted in the top of the cylinder (diag. 23). To re-size a cylinder, use a commercially available hone of the proper size. Chuck the hone in a drill press with a spindle speed of about 600 R.P.M. Start with coarse stones and center the cylinder under the drill press spindle. Lower the hone so the lower end of the stones contacts the lowest point in the cylinder bore. Rotate the adjusting nut so that the stones touch the cylinder wall and begin honing at the bottom of the cylinder. A light honing oil should be used to lubricate and cool while honing. Move the hone up and down at a rate of 50 strokes per minute to avoid putting ridges in the cylinder wall. Every fourth or fifth stroke, move the hone far enough to extend the stones one inch beyond the top and bottom of the cylinder bore. Check the bore diameter every twenty or thirty strokes for size and a 35o - 45o crosshatch pattern. If the stones collect metal, clean the stones with a wire brush when the hone is removed. (diag. 21). Hone with the coarse stones until the cylinder bore is within.002 inch (.051 mm) of the desired finish size. Replace the coarse stones with finishing stones and continue honing the cylinder to the final size. Tecumseh recommends using a 390 grit hone for finishing. Clean the cylinder and crankcase with soap and water and dry thoroughly. Replace the piston and the piston rings with the correct oversize parts as indicated in the parts manual. Trenching has been incorporated in the cylinders of the H50, H60, HHM80, and HM100 series of engines, as well as the TVM125,140, and 220 models. Trenching improves air/fuel flow and results in increased horsepower in these engines. When reinstalling the piston, rings, and rod assembly in these engines, stagger the ring end gaps and place the ring end gaps out of the trenched area. This will prevent the rings from possibly catching the trenched area and breaking during assembly (diag. 22).

ARROW POINTS TOWARD THE VALVES

WRIST PIN

MATCH MARKS

TVM220 PISTON AND ROD

MATCH MARKS MATCH MARKS
CRANKSHAFTS AND CAMSHAFTS
Inspect the crankshaft visually and with a micrometer for wear, scratching, scoring, or out of round condition. Check for bends on the P.T.O. end using a straight edge, square or a dial indicator. CAUTION: NEVER TRY TO STRAIGHTEN A BENT CRANKSHAFT. The timing marks on the camshaft and the crankshaft gears must be aligned for proper valve timing. (diag. 36 & 37).
CAMSHAFT GEAR TIMING MARK
BEVEL CHAMFER TOOTH CRANKSHAFT GEAR
PUNCH MARK SMALL HOBBING HOLE

CRANKSHAFT GEAR KEYWAY

Camshafts
Check the camshaft bearing surfaces for wear using a micrometer. Inspect the cam lobes for scoring or excessive wear. If a damaged camshaft is replaced, the mating crankshaft and governor gear should also be replaced. If the crankshaft gear is pressed on it is not serviceable and the crankshaft must also be replaced. Clean the camshaft with solvent and blow all parts and passages dry with compressed air, making sure that the pins and counterweights are operating freely and smoothly on mechanical compression relief types. Camshafts used in rotary mower engines utilize a composite gear (glass filled nylon) for the purpose of reducing internal gear noise. Mechanical Compression Release (MCR) camshafts have a pin located in the camshaft, that extends over the exhaust cam lobe, to lift the valve and relieve the engine compression for easier cranking. When the engine starts, centrifugal force moves the weight outward and the pin will drop back down. The engine will now run at full compression (diag. 38). Some engines are equipped with Bump Compression Release (BCR) camshafts that have a small bump ground on the exhaust lobe of the camshaft to relieve compression (diag. 39). Newer camshafts are designated as Ramp Compression Release (RCR) and utilize a less aggressive ramp than what is used on the BCR camshaft.

SMALL HOBBING HOLE

COMPRESSION RELEASE MECHANISM

EXHAUST

INTAKE
The valves should be checked for proper clearance, sealing, and wear. Valve condition is critical for proper engine performance. Valve clearance should be checked before removal from the engine block if a valve problem is suspected or when the valves or seats are recut. Valve clearance (between the valve stem and valve lifter) should be set or checked when the engine is cold. The piston should be at T.D.C. on the compression stroke (both valves closed). Use a valve grinder or "V" block to hold the valve square when grinding the valve stem to obtain the proper clearance (diag. 40). When servicing the valves, all carbon should be removed from the valve head and stem. If the valves are in a usable condition, the valve face should be ground using a valve grinder to a 45 degree angle. If after grinding the valve face the margin is less than 1/32 of an inch (.793 mm), the valve should be replaced (diag. 41). Valves are not identical. Valves marked "EX" or "X" are installed in the exhaust valve location. Valves marked "I" are installed in the intake valve location. If the valves are unmarked, the nonmagnetic valve (head) is installed in the exhaust valve location. To reinstall the valves, position the valve caps and springs in the valve compartment. If the spring has dampening coils, the valve spring should be installed with the dampening coils away from the valve cap and retainer (diag. 42). Install the valves into the guides making sure the correct valve is in the proper port. The valve stem must pass through the upper valve cap and spring. Hook the valve spring retainer on the groove in the valve stem and release the spring tension to lock the cap in place. Early models may have a pin through the valve stem. Compress the spring and cap and use a needle nose pliers to insert the pin in the valve stem hole. Release the spring and check that the pin is locked under the cap. NOTE: If the spring has dampening coils, they always go toward the stationary surface.

RIGHT MARGIN 1/32" (.793 mm) MINIMUM DIMENSION FACE 450
SPRING MUST BE SQUARE DAMPENING COILS LOCATED CLOSER TOGETHER

Valve Seats

Valve seats are not replaceable. If they are burned, pitted, or distorted they can be reground using a grinding stone or a valve seat cutting tool. Valve seats are ground to an angle of 46 degrees. Check the specifications section for proper width. The recommended procedure to properly cut a valve seat is to use the Neway Valve Cutting System, which consists of three different cutters. LEV engines have a small combustion chamber and require the use of a special Neway cutter #103 for the 46 and 31 degree combination cutter. The 60 degree cutter is Neway cutter #101. The tapered pilots required are; Neway #100-1/4-1 for the.249 (6.325 mm) exhaust guide, and Neway #100-1/4 for the.250 (6.35 mm) intake guide. Consult the cutter's complete procedure guide for additional information. NOTE: The valve seats are cast into the engine block at a slight angle on the LEV engines. When reconditioning valve seats on the LEV engine, the seat cutter will make simultaneous contact with the seat and the aluminum portion of the engine block. There is no detrimental effect to performance or life of the valve seat or block from the procedure. First, use the 60 degree cutter to clean and narrow the seat from the bottom to the center (diag. 43). Second, use the 31 degree cutter to clean and narrow the seat from the top toward the center (diag. 44). Third or last, use the 46 degree cutter to cut the seat to a width of 3/64" (1.191 mm) (diag. 45).
BOTTOM NARROWING CUTTER BOTTOM NARROWING SEAT SEAT TOP NARROWING CUTTER 3/64" (1.191 mm) SEAT TOP NARROW 310 SEAT CUTTER 460

BOTTOM NARROW

Valve Lifters
The valve lifters on some engines are different lengths. The shorter lifter is installed in the intake position and the longer lifter is installed in the exhaust position. When removing, mark the lifters to install the lifter in the same position as it was removed from.

Oversize Valve Guides

The valve guides are permanently installed in the cylinder block. If they get worn excessively, they can be reamed oversize to accommodate a 1/32" (.793 mm) oversize valve stem. The guides should be reamed oversize with a straight shanked hand reamer or low speed drill press. Refer to the "Table of Specifications" (Chapter 10) to determine the correct oversize dimension. Reamers are available through your local Tecumseh parts supplier. Consult the tool section in Chapter 11 for the correct part numbers. The upper and lower valve spring caps must be redrilled to accommodate the oversize valve stems. After oversizing the valve guides, the valve seats must be recut to align the valve seat to the valve guide.

CRANKCASE BREATHERS

The breather element and case can be cleaned using cleaning solvent. Make sure the small drain hole or holes are clean and installed facing down, so as to allow oil to return back into the crankcase.

Top Mounted Breather

This type of breather is mounted in the top and rear of the cylinder block in vertical shaft engines. The check valve allows positive pressure to be vented through the element and out the tube. Some engines have the breather tube connected to the air cleaner assembly (diag. 46). 86
ELEMENT BAFFLE OIL RETURN PRESSURE OUT

CHECK VALVE

Late production top mounted breathers use the rubber boot and breather tube as a push in design. Mark or note the location of the breather tube. Use a large flat blade screwdriver to pry the boot up and lift the breather assembly out. Be careful not to drop the breather body out of the rubber boot when removing (diag. 47). A new breather tube boot is recommended for replacement to assure proper crankcase seal. Apply engine oil to the breather tube boot and push the breather in until the top shoulder of the boot contacts the crankcase. 47

Side Mounted Breather

This type of breather mounts over the valve compartment and uses a reed style check valve. Most horizontal shaft engines use this style of breather. The filter element is held in place by a small barb in the cover. To remove the filter, insert a knife blade between the filter element and the barb, and depress the filter element (diag. 48). Some engine models have two gaskets installed next to the cylinder block. If two gaskets were originally installed, replace them using two gaskets (diag. 49).

HM70 (Models ending in D) U.S. 17.17 2.532 2.9375 2.9385.008.012.042.052.3432.3442.007.029 1.3740 1.3745 1.3745 1.3750 1.3745 1.3750.6230.6235 1.3760 1.3765 Note (F) 2.9325 2.9335 Metric mm 281.42 64.31 74.613 74.638.203.305 1.067 1.321 8.717 8.743.178.737 34.900 34.912 34.912 34.925 34.912 34.925 15.824 15.837 34.950 34.963
TVM170 Models F & UP ), HM70 Models (E & up) U.S. 19.43 2.532 3.125 3.126.008.012.042.052.3432.3442.007.029 1.3740 1.3745 1.3745 1.3750 1.3745 1.3750.6230.6235 1.3760 1.3765 Note (F) 3.1195 3.1205 Metric mm 318.46 64.31 79.374 79.400.203.305 1.067 1.321 8.717 8.743.178.737 34.900 34.912 34.912 34.925 34.912 34.925 15.824 15.837 34.950 34.963
Displacement (in) (cc) Stoke Bore Valve Clearance Valve Seat Width Valve Guide Oversiz e Dim. Crankshaft End Play Crankpin Journal Dia. Crankshaft Mag. Main Brg. Dia. Crankshaft P.T.O. Main Brg. Dia. Camshaft Bearing Conn. Rod Dia. Crank Brg.
13.53 2.500 2.625 2.626.008.012.042.052.3432.3442.005.027 Note (A) 1.0615 1.0620.9985.9990.9985.9990.6230.6235 1.0630 1.0635
2.6212 2.6220 Note (D).002.005

66.578 66.599

2.6212 2.6220 Note (E).002.005

2.9325 2.9335

74.486 74.511

79.235 79.261

.001.004.0030.0048 Note (B).010.020 1.0005 1.0010

.025.102.076.122

.001.004.0030.0048 Note (C).010.020 1.0005 1.0010

.001.004.004.006

.025.102.102.152

.001.004.0045.0065

.025.102.114.165

.254.508 25.413 25.425

.010.020 1.0005 1.0010

.010.020 1.3765 1.3770

.254.508 34.963 34.976

1.0005 1.0010

25.413 25.425

1.1890 1.1895

30.200 30.213

1.3765 1.3770

34.963 34.976
* Check to detemine bore size Notes: (A) VH, HH50-70 models.003/.031 (.762/.787 mm) (B) VH, HH50-60.0015/.005 (.038/.140 mm) (C) VH, HH70.0038/.0073 (.097/.185 mm) (D) VH, HH50-60 2.6235/2.6205 (66.637/66.561 mm) (E) VH, HH70 2.7462/2.7437 (69.754/69.69 mm) (F) After Serial Number 9274 1.3775/1.3780 (34.989/35.001 mm) (G) TVM 220 Ultra Balance.002/.042 (.153/2.184 mm) ** Check to determine crankshaft bearing diameters

143.316042 143.316052 143.316062 143.316082 143.316092 143.316102 143.316112 143.316122 143.316132 143.316142 143.316152 143.316162 143.316172 143.316182 143.316192 143.316202 143.316222 143.316232 143.316242 143.316252 143.316262 143.316272 143.316282 143.316292 143.316302 143.316312 143.321012 143.321022 143.322012 143.324012 143.324022 143.324042 143.324052 143.324062 143.324072 143.324082 143.324102 143.324112 143.324122 143.324132 143.324142 143.324152 143.324162 143.324172 143.324182 143.324192 143.324202 143.324212 143.324222 143.324232 143.326012 143.326022 143.326032 143.326042 143.326052 VM70-127008B VM80-150116G VM80-150134G VM80-150121G VM100-157034C VM100-150080G VM80-150114G VM100-157027C VM100-157035C VM100-157028C VM80-150121G VM100-157026C VM70-127009B VM80-150071G VM100-157047C VM100-157052C VM80-150016G VM80-150017G VM80-150065G VM80-150039G VM100-157014C VM100-157025C VM80-150122G VM80-150119G VM100-157018C VM80-150063G TVS75-33010C TVS75-33012C VH100-149020C ECV100-145193E ECV100-145194E ECV100-145195E TVS90-43020C ECV100-145196E ECV100-145200E ECV100-145197E ECV100-145199E TVS90-43116C TVS90-43067C ECV100-145201E TVS90-43139C TVS90-43121C TVS90-43025C TVS90-43142C TVXL105-54009A TVS90-43144C ECV100-145202E ECV100-145203E ECV100-145204E ECV100-145205E TVM195-150016H TVM195-150062H TVM195-150063H TVM195-150114H TVM195-150122H
143.326062 143.326072 143.326082 143.326092 143.326102 143.326112 143.326122 143.326132 143.326142 143.326152 143.326162 143.326172 143.326182 143.326192 143.326202 143.326212 143.326222 143.326232 143.326242 143.326252 143.326262 143.326272 143.326282 143.326292 143.326312 143.326322 143.326332 143.326342 143.326372 143.331012 143.331022 143.334022 143.334032 143.334042 143.334052 143.334062 143.334072 143.334082 143.334102 143.334112 143.334122 143.334132 143.334142 143.334152 143.334162 143.334172 143.334182 143.334192 143.334202 143.334212 143.334222 143.334232 143.334242 143.334252 143.334262 TVM195-150017H TVM195-150065H TVM195-150071H TVM195-150039H TVM195-150080H TVM195-150064H TVM220-157028D TVM220-157035D TVM220-157014D TVM220-157026D TVM220-157047D TVM220-157027D TVM220-157025D V70-125250D V70-125232D V70-125247D V70-125234D V70-125237D V70-125185D V70-125236D V70-125251D V70-125246D TVM140-70281K TVM140-70259K V70-125255D TVM170-127008C TVM195-150116H TVM195-150134H TVM170-127009C TVS75-33025D TVS75-33012D TVS90-43173D TVS90-43174D ECV100-145207F TVXL105-54012B TVS90-43175D TVS90-43176D ECV100-145208E ECV100-145210F TVS90-43177D TVS90-43178D ECV100-145211F TVS90-43068D TVS90-43019D TVS90-43145D ECV100-145200F ECV100-145213F LAV35-40917P TVS90-43116D ECV100-145214F ECV100-145215F ECV100-145217F ECV100-145216F ECV100-145218F TVS90-43139D

143.424232 143.424242 143.424252 143.424262 143.424272 143.424282 143.424292 143.424302 143.424312 143.424322 143.424332 143.424342 143.424352 143.424362 143.424372 143.424382 143.424392 143.424402 143.424412 143.424422 143.424432 143.424442 143.424452 143.424462 143.424472 143.424482 143.424492 143.424502 143.424512 143.424522 143.424532 143.424542 143.424552 143.424562 143.424572 143.424582 143.426012 143.426022 143.426032 143.426042 143.426052 143.426062 143.426072 143.426132 143.434012 143.434022 143.434032 143.434042 143.434052 143.434062 143.434072 143.434082 143.434092 143.434102 143.434122 TVS90-43375H TVS90-43553H TVS90-43528H TVS105-53163J TVS105-53165J TVS105-53912J TVS105-53913J TVS105-53179J TVS105-56005 TVS105-56006 TVS120-63134H TVS120-63135H TVS105-53180J TVS90-43555H TVS90-43556H TVS105-56007 TVS105-56907 TVS120-63902H TVS90-43558H TVS100-44036D TVS90-43512H TVS105-53162J TVS100-44037D TVS100-44038D TVS90-43515H TVS120-63137H TVS105-53920J TVS120-63915H TVS90-43298H TVS100-44042D TVS100-44043D TVS100-44045D TVS100-44046D TVS90-43389H TVS90-43299H TVS120-63916H TVM125-60261M TVXL195-150246A TVXL195-150238A TVXL220-157205B TVXL220-157206B TVXL220-157220B TVXL220-157245B TVXL220-157215B TVS90-43504J TVS90-43526J TVS115-61902 TVS115-56007A TVS115-56012A TVS115-57902A TVS90-43572J TVS115-56011A TVS90-46005 TVS115-61002 TVS115-56010A
143.434132 143.434142 143.434152 143.434162 143.434182 143.434192 143.434202 143.434212 143.434222 143.434232 143.434242 143.434262 143.434272 143.434282 143.434292 143.434302 143.434312 143.434332 143.434342 143.434352 143.434362 143.434372 143.434382 143.434392 143.434402 143.434412 143.434422 143.434432 143.434442 143.434452 143.434462 143.434472 143.434482 143.434492 143.434502 143.434512 143.434522 143.434532 143.434542 143.434552 143.434562 143.434572 143.434582 143.434592 143.434602 143.436012 143.436052 143.436062 143.436072 143.436082 143.436112 143.436122 143.436162 143.436172 143.572102 TVS115-61901 TVS90-43497J TVS115-56906A TVS115-56001A TVS115-56017A TVS90-46003 TVS115-57012A TVS90-43576J TVS90-46012 TVS115-56016A TVS90-46013 TVS90-46007 TVS90-46015 TVS120-63917J TVS90-46017 TVS90-46018 TVS90-46019 TVS120-63918J TVS100-44037E TVS90-43375J TVS100-44033E TVS90-43513J TVS100-44031E TVS90-43515J TVS90-43553J TVS90-43298J TVS100-44043E TVS90-43215J TVS100-44030E TVS100-44038E TVS100-44032E TVS100-44036E TVS90-43528J TVS105-53913K TVS105-53163K TVS115-61016 TVS115-61906 TVS90-43514J TVS100-44029E TVS100-44045E TVS90-43299J TVS90-43512J TVS100-44048E TVS115-56911A TVS115-56031A TVXL220-157245C TVM125-60267N TVXL195-150246B TVXL220-157220C TVXL220-157215C TVXL220-157206C TVXL220-157205C TVM125-60254N TVXL195-150238B HH120-120031A

FUEL: REGULAR UNLEADED OIL: USE SEA30
LEV115 57010B (D) STP185U1G1RA 8105C
Engine Family: Engine Tracking Information

SHORT BLOCKS

New short blocks are identified by a tag marked S.B.H. (Short Block Horizontal) or S.B.V. (Short Block Vertical). Original model identification numbers of an engine should always be transferred to a new short block for correct parts identification (diag. 4).
SHORT BLOCK IDENTIFICATION TAG
SBV OR SBH IDENTIFICATION NUMBER

SBV-2316 SER 4291

SERIAL NUMBER
THIS SYMBOL POINTS OUT IMPORTANT SAFETY INSTRUCTIONS WHICH IF NOT FOLLOWED COULD ENDANGER THE PERSONAL SAFETY OF YOURSELF AND OTHERS. FOLLOW ALL INSTRUCTIONS.
Tecumseh strongly recommends the use of fresh clean unleaded regular gasoline in all engines. Unleaded gasoline burns cleaner, extends engine life and promotes better starting by reducing build-up of combustion chamber deposits. REFORMULATED AND OXYGENATED FUELS Reformulated fuels containing no more than 10% Ethanol, 15% MTBE, 15% ETBE or premium gasoline can be used if unleaded regular gasoline is not available. Leaded fuel may be used in countries where unleaded fuel is not available. NEVER USE FUEL CONTAINING METHANOL.

ENGINE OIL

Use a clean, high quality detergent oil. Be sure original container is marked: A.P.I. service SF thru SJ. The use of multigrade oil may increase oil consumption under high temperature, high load applications. NOTE: DO NOT USE SAE10W40 OIL. For summer (above 32F, 0oC) use SAE 30 oil part # 730225 (1 quart,.946 liter container) in high temperature, high load applications. S.A.E.10W30 is an acceptable substitute. For winter (below 32F, 0oC) use S.A.E. 5W30 oil part # 730226 (1 quart,.946 liter container) S.A.E.10W is an acceptable substitute. S.A.E. 0W30 should only be used when ambient temperature is below 0oF, -18oC.
CAPACITIES: Engine Model LAV30-50, TVS75-120, LEV80-120 ECV100-120, TNT100-120 V & VH50, 60, 70 TVM 125, 140 TVM & TVXL 170, 195, 220 VM70, 80, 100 VH100 H & HSK30, 35, HS & HSSK40, 50 H, HH & HSK50, 60, 70 HM & HMSK70, 80, 100

NOTE: On models which have metering rods, do not install idle adjustment screw with carburetors upside down, as pin will obstruct movement of adjustment screw causing damage
NUT AND MAIN ADJUSTMENT SEAT *MAIN ADJUSTMENT SCREW AND "O" RING SEAL
CARBURETOR IDENTIFICATION
Tecumseh has a variety of carburetors. To help identify these carburetors here are some simple procedures to follow.

DUAL SYSTEM CARBURETORS

The easiest way to identify the dual system carburetor is by the presence of a large primer bulb located on the side of the carburetor. The absence of adjustment needles help to identify the carb as well. The dual system carburetor is used on 4-cycle vertical crankshaft rotary mower engines. (diag. 11). 11

SERIES 1 CARBURETORS

Series 1 carburetors come in a variety of styles. They are used on both 2 and 4 cycle vertical and horizontal shaft engines in the 2 through 7 h.p. range. It is a float style carburetor with a smaller venturi than the Series 3 and 4 carburetors. Some will have an adjustable idle and main and others will have a fixed main with an adjustable idle. There are also some fixed speed applications that will only have a fixed main system and the idle system will not be drilled. (diag. 12). NOTE: Emissionized carburetors will have a fixed jet.
SERIES 3 & SERIES 4 CARBURETORS
Series 3 and 4 carburetors are generally used on 8 through 12.5 horsepower 4-cycle engines. The venturi size of these carburetors are larger than Series 1 and Dual System Carburetors. The quickest way to identify these carburetors is by the presence of bosses on each side of the idle mixture screw. To identify the Series 3 from a Series 4, view the carburetor from the throttle end. The Series 3 has (1) screw securing the throttle plate and the Series 4 uses (2) screws. (diag. 13 - 15)

BOSSES

SERIES 3

SERIES 4

DIAPHRAGM CARBURETORS
The diaphragm carburetors are unique. These carburetors can be operated at a more severe angle than float style carburetors. They still require that the fuel supply be located in a position that allows it to be gravity fed. Its most distinctive feature is the lack of a fuel bowl. (diag. 16). NOTE: Emissionized carburetors will have a fixed jet. 16 11
SERIES 6 CARBURETORS 4-CYCLE
Series 6 carburetors are used on 2 and 4-cycle engines. They have a larger venturi than the dual system carburetor and use a simple fixed idle system. Series 6 carburetors used on both vertical and horizontal applications are nonadjustable. The 4 cycle version pictured has a stepped primer bulb. (diag. 17). 17

SERIES 8

The Series 8 carburetor has both a fixed main and idle circuit. The fixed idle system uses a restricted jet that meters the fuel. The idle restrictor jet will be capped to prevent access unless removed. The fixed main jet is part of the bowl nut. A ball plug is visible from the bottom, which seals the metering passage. This carburetor also has a serviceable main nozzle emulsion tube. It also has a stepped primer bulb to assist in starting. (diag. 18)

FLAT DOWN CHOKE PLATE NEW WELCH PLUG FLAT END PUNCH SAME OR LARGER DIAMETER OF PLUG
SERIES 1, 6, 8, 9, 10 THROTTLE PLATE THROTTLE LEVER TWELVE O'CLOCK POSITION
SERIES 3 AND 4 THREE O'CLOCK POSITION

CHOKE PLATE

FLAT SIDE DOWN
High and Low Speed Adjusting Screw, Main Nozzle When reassembling, position the coil spring on the adjusting screws, followed by the small brass washer and the O ring seal. Turn the high speed adjustment screw in approximately one turn into the bowl retainer nut to make an assembly (diag. 51). On 2-7 hp. engines that use carburetors which have the metering rod in the idle circuit (carburetor should rattle when shaking), make certain that the idle adjustment screw is installed when the carburetor is in an upright position or the needle will damage the metering rod, adjustment screw and carburetor casting. Some carburetors are of the fixed main type and would not have a high speed adjusting screw. Inlet Needle and Seat On float type carburetors, make sure the seat cavity is clean. Moisten the seat with oil and insert the seat with the grooved side down and away from the inlet needle. Press the seat into the cavity using the Tecumseh carburetor tool #670377 making sure it is firmly seated (diag. 52). The inlet needle hooks onto the float tab by means of a spring clip. To prevent binding, the long, straight end of the clip should face the air intake end of the carburetor as shown (diag. 53). On diaphragm carburetors the inlet needle and seat assembly are installed by using a socket to tighten the assembly until seated. Needle and Seat Pop-Off Test To test the pop-off pressure, remove the carburetor from the engine. Be sure to drain any fuel into an approved container. Invert the carburetor and remove the float bowl. This test is best performed when the carburetor is placed upside down and level in a soft jawed vice. Lift the float and needle assembly off of the seat in order to place a drop of WD-40 on the tip of the needle or on the seat surface. Reposition the float and needle assembly. Using the Tecumseh Leak Tester part # 670340, connect the high pressure regulator to the low pressure regulator and attach the clear low pressure air line to the carburetor fuel inlet. Apply approximately 5-6 psi of compressed air, close the gate valve and disconnect the low pressure guage from the high pressure guage. Monitor the low pressure guage to make sure the needle shouldn't drop below 1.5 psi before 1 minute of time elapses. If the minimum of 1.5 psi cannot be maintained for this period of time, then replacement of the needle and seat is required. Float Installation

GASKET RIDGE AND RIVET HEAD UP GASKET GOES OVER SPRING CHOKE END OF CARBURETOR ENDS OF SPRING POINT TOWARD CHOKE END OF CARBURETOR

RIDGE AND RIVET HEAD UP

GASKET

DETENT

NON-METALLIC SPACER
Primer Bulb To install, start the retainer and bulb into the casting with the retainer tabs pointed out. Firmly push the bulb and retainer into position using a 3/4' (19.05 mm) deep well socket (diag. 59). Final Checks Before reinstalling a newly overhauled carburetor, pre-set the main mixture adjustment screw, the idle mixture adjustment screw and the idle speed adjustment screw. See Pre-sets and Adjustments in this chapter. 59
STANDARD SERVICE CARBURETORS
Tecumseh supplies some replacement carburetors on which parts from the old carburetors can be reused or new parts added. This Standard Service Carburetor helps to reduce dealer inventories. Standard Service Carburetors are built in both float and diaphragm versions. The parts from the original carburetor that are necessary to make a standard service carburetor are: choke shaft, shutter and spring, throttle lever and spring, fuel fitting, idle adjustment screw and spring. If any or all of these old parts are worn or damaged, replace each part with a new service part to assure proper function and prevent engine damage. Use the diagrams on the next page as a guide to facilitate the correct installation of parts (diag. 61 & 62).

Fuel Fitting

NOTE: MOST SERVICE CARBURETORS ARE MARKED SVC CARB NF IN THE PRICE LIST. THIS MEANS THAT THE CARBURETOR COMES WITH NO FUEL FITTING. Use the parts manual to obtain the same fuel inlet fitting that was installed in the original carburetor. Install the fuel fitting in the new carburetor body in the same position as on the original carburetor. Support the carburetor body with a wood block to avoid damage to other parts. Use a bench vise or press to install the fitting squarely. Press it in until it bottoms out. NOTE: PRESS FUEL FITTING IN SQUARELY USING CAUTION SO THAT THE CARBURETOR BODY IS NOT DAMAGED.

Inlet Fuel Fitting

To remove a leaking or damaged fuel inlet fitting, use a 1/4"(6 mm) bolt, 1/4" (6 mm) nut and 1/4" (6 mm) washer, along with a 1/2" (12 mm) nut. Use a pliers or vise to remove the plastic part of the inlet fitting. Tap the inside of the remaining metal portion of the fitting using a 1/4"- 20 (6 mm) tap. Place a 1/2" (12 mm) nut over the fuel fitting (it may be necessary to guide one side of the nut to seat it squarely to the carburetor). Next thread the 1/4" (6 mm) nut on the bolt until it contacts the shank, add the washer, and thread the bolt into the fitting until snug. Tighten the 1/4"- 20 (6 mm) nut until the fitting is removed. (diag. 60)

Assembly

1. If replacing the starter rope, see Step 8. Recoil starters are under heavy tension. Extreme caution should be used when working with these parts and always wear safety glasses, leather gloves and a heavy, long sleeved shirt. 2. Install a new recoil spring/pulley assembly into the starter housing. 3. Replace or check that both starter dogs are in the pulley pockets and that the dog springs are hooked on the outer surface of the starter dog. 4. Pinch the two legs of the plastic retainer together and slightly push the retainer into the center shaft hole. 5. Rotate the retainer so the two tabs on the bottom of retainer contact the dog on the inward side so when the rope is pulled the retainer tabs cause the dogs to flair outward. Push the retainer in until the leg prongs pop out of the center shaft. 6. Turn the starter over and snap the locking tab between the retainer legs, replace the top decal. The service replacement retaining wedge is spring steel. 7. Apply tension to the recoil spring by winding the pulley counterclockwise until it becomes tight, then allow the pulley to unwind until the hole in the pulley lines up with the rope eyelet in the starter housing. Install a knotted rope through the pulley and the eyelet and install the handle. A left-hand knot should be tied on both ends of the rope to secure the handle and rope in pulley.
RETAINING WEDGE (STEEL CLIP - NEW STYLE)
STARTER PULLEY SPRING & COVER

DOG SPRING STARTER DOG

DOG RETAINER
STANDARD STAMPED STEEL AND CAST ALUMINUM STARTER (HM, VM) Disassembly Procedure
1. Untie the knot in the rope and slowly release the spring tension. 2. Remove the retainer screw, retainer cup (cam dog on snow proof type), starter dog(s) and dog spring(s), and brake spring (diag. 10). 3. Turn the spring and keeper assembly to remove the pulley. Lift the pulley out of the starter housing. Replace all worn or damaged parts.
INVERT AND SUPPORT THIS AREA HANDLE STARTER HOUSING REWIND SPRING AND KEEPER ASSY.

HANDLE INSERT

ROPE DOG SPRING STARTER DOG DOG RETAINER RETAINER SCREW BRAKE SPRING SPRING PIN

PULLEY CAM DOG WASHER

1. Apply a light coat of NON-FREEZE grease to the spring before installing into the pulley. Install the pulley assembly into the starter housing. 2. Install the brake spring, starter dog(s), and starter dog return spring(s). The starter dog spring(s) must hold the dog(s) in against the pulley. On Snow King engines the starter dog posts should be lubricated with S.A.E. 30 engine oil to prevent oxidation. 38

HANDLE ROPE CLIP

G T SP SC SP CO PU EA AN HR BR R RI VE R LL M R D US AK EY ING EW NG R SN T BR OU E H AP WA SP AC NT U B KE ING SC SH RIN ER G T R EW
1. Insert the rope through the starter pulley. 2. Assemble the gear, pulley, washer, and snap ring. 3. Place a small amount of grease on the center shaft, place the gear and pulley into position making sure the brake spring loop is positioned over the metal tab on the bracket. The rope clip must fit tightly onto the bracket. The raised section fits into the hole in the bracket (diag. 14 & 15). 4. Install the hub and hub screw. Torque the hub screw to 45 - 55 in. lbs. (5 - 6 Nm). A loose hub screw will prevent the rope from retracting. 5. Install the return spring if necessary. A replacement spring is installed by placing the spring and its retainer over the top of the pulley and pushing the spring out of the retainer into the pulley's recessed area. 6. Install the spring cover and the cover screws. 7. Wind the rope onto the pulley by slipping it past the rope clip. When the rope is fully wound on the pulley, wind the pulley assembly two additional turns to put tension on the spring. 8. Mount the starter on the engine making sure the top of the starter gear teeth are no closer than 1/16" (1.59 mm) from the top of the flywheel ring gear teeth.
RAISED SPOT ROPE CLIP BRAKE RECEPTACLE FOR RAISED SECTION MOUNTING BRACKET TAB MUST FIT INTO SPRING LOOP
VERTICAL PULL STARTER, VERTICAL ENGAGEMENT TYPE Disassembly Procedure
1. Pull out enough rope to lock the rope in the "V" of the bracket. 2. Remove the handle if necessary by prying out the small staple in the handle with a screwdriver. 3. Place the starter bracket on the top of a deep well socket that is large enough to receive the head of the center pin. Use an arbor press to drive out the center pin. 4. Rotate the spring capsule strut until it is aligned with the legs of the brake spring. Insert a nail or pin no longer than 3/4" (19.05 mm) through the hole in the strut so it catches in the gear teeth. This will keep the capsule in the wound position (diag. 16). 5. Slip the sheave out of the bracket. CAUTION: DO NOT ATTEMPT TO REMOVE THE SPRING CAPSULE FROM THE SHEAVE ASSEMBLY UNLESS THE SPRING IS FULLY UNWOUND. 6. Squeeze and hold tightly by hand the spring capsule at the outer edge against the gear sheave.

ROTATE COUNTERCLOCKWISE

7. Remove the retainer pin from the strut and slowly relieve the spring tension by allowing the spring capsule to rotate slowly under control, until completely unwound. The spring capsule can now be removed from the gear sheave.
ORIGINAL INSTALLATION WITH STAPLE INSTALL NEW ROPE BY TYING LEFT-HAND KNOT

OPERATION STARTING CIRCUIT AND ELECTRIC STARTERS
BRUSHES LOCK NUT BOLT END CAP WASHER NUTS
After all of the safety interlock switches have been activated, the starter switch will complete the circuit. A strong magnetic force is produced by the electrical current running through the armature windings. The armature magnetism repels the magnetism produced by the permanent field magnets of the electric starter. The repelling magnetic forces cause the armature to rotate, moving the drive pinion laterally on the splined armature shaft, meshing the starter pinion gear with the flywheel ring gear. When the drive pinion contacts the stop at the end of the armature shaft, the pinion rotates along with the armature shaft to crank the engine. The armature and pinion remain positively engaged until the engine fires and the flywheel rotates faster than the armature. The greater momentum of the flywheel throws the starter pinion gear out of mesh and forces the starter pinion back to the disengaged position. After the switch is released, the starting circuit is opened and the armature coasts to a stop. A small anti-drift spring holds the pinion in the disengaged position (diag. 1).
BRUSH SPRINGS BRUSH CARD HOUSING
ARMATURE SPRING RETAINER RETAINER GEAR SPRING DUST COVER THRUST WASHER END CAP ENGAGING NUT

CHARGING CIRCUIT

When a conductor (alternating coils) cuts the magnetic field generated by the magnets in the flywheel, a current will be induced in the alternator coil. The permanent magnets in the flywheel have a magnetic field in which the lines of magnetic force run from the North Pole to the South Pole. As the flywheel rotates and the position of the magnets change, the direction of the magnetic field changes or alternates. The alternating coils are wound in different directions to allow current to flow as an A.C. waveform (diag. 2).

ROTATION OF FLYWHEEL

CONVERTING ALTERNATING CURRENT TO DIRECT CURRENT
In order to charge a battery, it is necessary to convert alternating current (A.C.) to direct current (D.C.). This is accomplished by using a diode or rectifier (diag. 3). A single diode makes use of only one half of the A.C. signal and is known as HALF WAVE RECTIFICATION (diag. 4). This is acceptable in certain applications. In certain situations it is necessary to make use of the entire A.C. signal. To accomplish this, multiple diodes in a bridge configuration are used to produce FULL WAVE RECTIFICATION (diag. 5).

ANODE CATHODE

DIRECTION OR FLOW OF CURRENT
BAND OR OTHER MARKING INDICATES CATHODE END
Current flows through a diode when the anode is more positive than the cathode. The cathode end of the diode should point toward the battery when diode is used between a charging system and a battery.

HALF WAVE RECTIFIER SINGLE DIODE
The single diode allows only the positive half of the A.C. signal through. It does not allow the negative portion through.
+ VOLTAGE HALF WAVE RECTIFIER (SINGLE DIODE) + VOLTAGE

- VOLTAGE

A.C. INPUT - VOLTAGE

D.C. OUTPUT

FULL WAVE RECTIFIER (BRIDGE RECTIFIER)
The full wave rectifier makes use of the entire A.C. signal, converting it to D.C.

+ VOLTAGE

A.C. INPUT

COMPONENTS BATTERY

The batteries used in conjunction with Tecumseh engines are 12 volt lead acid or maintenance free style. The chemical energy produced by the dissimilar metals of the battery plates provides a electrical potential that is used to power the electric starter or unit accessories. Consult the original equipment manufacturers service manual for battery size, capacities, and testing procedure.

+ VOLTAGE (D.C.)

D.C. OUTPUT - VOLTAGE

WIRING

The wires used in Tecumseh electrical systems are copper stranded with an insulated coating around the copper strands. CONDITION: All wiring must be fully insulated between connection points, securely fastened and free of foreign material (such as rust and corrosion) at the connection points. This is especially important in the use of batteries where much of the potential may be lost due to loose connections or corrosion. Remember to check the insulation on the wire. All it takes is a pin hole to "ground out" on the engine or frame. This is of special concern when moisture or water is present. This may cause the engine to run erratically or be impossible to start.
WIRE GAUGE: The proper thickness of wire is necessary in all electrical circuits. Wire diameter is measured in increments of gauge numbers. As the gauge number of the wire increases, the wire diameter decreases in size (diag.6). 1. The starter circuit wiring must be rated at #6 or lower gauge number. 2. The charging circuit wiring must be rated at #16 or lower gauge number (20 amp system requires #14 or lower gauge number). 3. The magneto circuit wiring (ground circuit) must be rated at #18 or lower gauge number. Tecumseh's standard engine wiring color codes, effective August, 1992 are as follows: Code Yellow Red Brown Black Orange Product Alternator A.C. Leads Alternator D.C. + Leads Alternator D.C. - Leads Alternator Ground Leads, Battery Ground Leads 12 Volt Starter B + Leads Ignition Shut-Off Leads
THE LARGER THE NUMBER THE SMALLER THE WIRE # 18

Dark Green -

NOTE: PRIOR TO AUGUST 1992, WIRE CODES CHANGED ACCORDING TO MODEL AND SPECIFICATION NUMBERS.

ELECTRICAL TERMS

ALTERNATOR - An alternator consists of coils of wire wound around a metal lamination stack. When a magnet is moved past the coils, a current is induced in the coils. In general, the greater the number of coils, the greater the output of the alternator (diag. 7). IGNITION COIL - The ignition coil is used to fire the spark plug. It is completely independent from the alternator coils. RECTIFIERS and DIODES - Charging a battery requires that the alternating current produced by the alternator be changed to direct current. This is accomplished by using a diode or rectifier. REGULATOR/RECTIFIERS - This combines a regulator with a rectifier. The regulator prevents overcharging of the battery and the rectifier changes the alternating current to direct current (diag.8, 9, 10). CONDUCTORS - A conductor is a material that allows an electric current to pass through it. All metals are conductors of electricity, but some are better conductors than others. Silver, copper and gold are some of the better known conductors. As the temperature of the conductor increases, the resistance increases. INSULATORS - An insulator is a material that will not allow an electric current to pass through it. Some of the more common materials that are insulators are glass, plastic, rubber, ceramics and porcelain. 8

The ignition cam is an oblong device which rotates with the crankshaft, and opens the points for firing the ignition system. It is important to check the ignition cam for roughness, if rough replace the cam. When inserting the ignition cam onto the crankshaft make sure that the side stamped "TOP", or the side that has an arrow on it faces the mechanic (diag. 13). 13 NOTE: SOME IGNITION CAMS ARE MACHINED DIRECTLY ONTO THE CRANKSHAFT AND ARE NOT REPLACEABLE.
The stator plate is an aluminum fixture which houses the points, cam wiper, condenser, and has the laminations riveted to it. The laminations are strips of iron riveted together to form an iron core. Rust or debris in between the laminations will hamper the performance of the ignition system. If corrosion on the laminations is severe, the stator plate should be replaced (diag. 14). 14
The flywheel key locates the flywheel to the crankshaft in the proper position. If a flywheel key is sheared, or partially sheared, the engine will not start or be difficult to start (diag. 15).

IGNITION TROUBLESHOOTING

Engine runs erratically or shuts off, restarts
Check for spark Spark No Spark Replace spark plug Check flywheel for damaged or sheared key Isolate engine and repeat test Set proper air gap on external coil Spark No Spark
Set proper point gap, check condensor and timing
Equipment problem, check switches, wiring and equipment controls
Engine problem, check for shorts or grounds in wiring
Test coil for intermittent or weak spark

Parasitic load

Disconnect ignition cut-off wire at the ignition coil & repeat test
Check electric starter and battery if applicable
Oil shutdown or on/off rocker switch
Check for proper air gap on external coil and repeat test
Check flywheel magnets for strength

Test ignition module

TESTING PROCEDURE
1. Check for spark using a commercially available spark tester and following the tester's recommended procedure. 2. Check for the correct spark plug and for cracks in the porcelain, pitted or burned electrodes, excessive carbon buildup, and proper air gap setting. Replace if questionable. 3. Remove the blower housing, disconnect the ignition ground lead at the ignition coil (solid state only). Reinstall the blower housing and crank the engine over. If spark occurs, check the ignition switch, safety interlock switches, electrical wiring for shorting to ground, or oil shutdown switch. NOTE: STANDARD POINT IGNITION MAY HAVE TO BE DISCONNECTED AT THE IGNITION SHUTOFF (AT THE SPEED CONTROL). 4. Check the air gap between the flywheel magnets and the laminations of an externally mounted coil or module. It should be.0125 (.317 mm) or use gauge part # 670297. 5. Check the flywheel magnets for the proper strength using this rough test. Hold a screwdriver at the extreme end of the handle with the blade down, move the blade to within 3/4 inch (19.05 mm) of the magnets. If the screwdriver blade is attracted to the magnets, the magnetic strength is satisfactory (diag. 16). 6. Examine the stator components (diag. 17). A. Check the ignition cam for roughness. B. Check the movable point arm that rests on the ignition cam for wear. C. Check the spring steel on the point assembly for evidence of excessive heat. D. Check contact points for wear. If they are pitted or burned, this is an indication that the condenser is not functioning properly. If any of the above are faulty, replace accordingly. E. When replacing the points, also replace the condenser. F. After the points are replaced and engine is re-timed, be sure to clean the points with lint free paper. An engine will not run smoothly if the points are improperly set or coated with even a small quantity of oil, etc. 17

OPERATION 4-CYCLE ENGINE THEORY
All 4-cycle engines require four piston strokes to complete one power cycle. The flywheel on one end of the crankshaft provides the inertia to keep the engine running smoothly between power strokes. The camshaft gear is twice as large as the mating gear on the crankshaft so as to allow proper engine valve timing for each cycle. The crankshaft makes two revolutions for every camshaft revolution. 1. INTAKE. The intake valve is open and the exhaust valve is closed. The piston is traveling downward creating a low pressure area, drawing the air-fuel mixture from the carburetor into the cylinder area above the piston (diag. 1). 2. COMPRESSION. As the piston reaches Bottom Dead Center (BDC) the intake valve closes. The piston then rises, compressing the air-fuel mixture trapped in the combustion chamber (diag. 2). 3. POWER. During this piston stroke both valves remain closed. As the piston reaches the Before Top Dead Center (BTDC) ignition point, the spark plug fires, igniting the air-fuel mixture. In the time it takes to ignite all the available fuel, the piston has moved to Top Dead Center (TDC) ready to take the full combustive force of the fuel for maximum power during downward piston travel. The expanding gases force the piston down (diag. 3). 4. EXHAUST. The exhaust valve opens. As the piston starts to the top of the cylinder, the exhaust gases are forced out (diag. 4). After the piston reaches Top Dead Center (TDC), the four stroke process will begin again as the piston moves downward and the intake valve opens. POWER 3 EXHAUST 4 INTAKE 1 COMPRESSION 2

LUBRICATION SYSTEMS

The lubrication system used with all Tecumseh horizontal crankshaft engines covered in this manual utilize a splash type system. An oil dipper on the connecting rod splashes oil in the crankcase to lubricate all internal moving parts. Some engines have the dipper as an integral part of the connecting rod assembly, while others have a dipper that is bolted on with one of the rod bolts (diag. 5). All vertical shaft engines use a positive displacement plunger oil pump or rotary type oil pump. Oil is pumped from the bottom of the crankcase, up through the camshaft and over to the top main bearing. Oil under pressure lubricates the top crankshaft main bearing and camshaft upper bearing (diag. 6). On all Tecumseh vertical shaft 4-cycle engines, the oil is sprayed out under pressure through a small hole between the top camshaft and crankshaft bearing to lubricate the piston, connecting rod, and other internal parts (diag. 7). The plunger style oil pump is located on an eccentric on the camshaft. As the camshaft rotates, the eccentric moves the barrel back and forth on the plunger forcing oil through the hole in the center of the camshaft. The ball on the end of the plunger is anchored in a recess in the cylinder cover (diag. 8).

CYLINDER COVER

CYLINDER HEAD CYLINDER BLOCK

PISTON RINGS

VALVES
PISTON CONNECTING ROD VALVE SPRINGS CRANKCASE BREATHER
VALVE LIFTERS CRANKSHAFT CAMSHAFT FLYWHEEL
ENGINE OPERATION PROBLEMS

ENGINE KNOCKS

OVERHEATS

SURGES OR RUNS UNEVENLY

Associated equipment loose or improperly adjusted

Excessive engine loading

Fuel cap vent obstructed
Check for excessive carbon in combustion chamber Loose flywheel, examine key, keyway, and proper flywheel nut torque Incorrect spark plug or Ignition timing
Low oil level or wrong viscosity oil
Dirty carburetor or air filter
Cooling air flow, obstructed or clogged cooling fins Carburetor improperly adjusted or improper RPM setting Incorrect spark plug or Ignition timing
Carburetor improperly adjusted
Governor sticking, binding or improper RPM setting Carburetor linkage, shafts or shutters sticking or binding
Loose or worn connecting rod

Worn cylinder

Carbon in the combustion chamber
Incorrect spark plug or Intermittent spark, check ignition
Incorrect or damaged flywheel key
EXCESSIVE OIL CONSUMPTION
Lean carb setting causing overheating (adjustable carb)

Oil level above full

Piston rings worn

Wrong viscosity oil

Worn or glazed cylinder

Excessive engine speed

Valve guides worn excessively
Engine cooling fins dirty causing overheating
Breather damaged, dirty or improperly installed
Damaged gaskets, seals or "O" rings 75

ENGINE MISFIRES

ENGINE VIBRATES EXCESSIVELY

BREATHER PASSING OIL

Wrong or fouled spark plug

Bent crankshaft

Oil level too high
Attached equipment out of balance
Excessive RPM or improper governor setting
Valves sticking or not seating properly

Loose mounting bolts

Damaged gaskets, seals or "O" rings
Incorrect spark plug or Ignition timing
If applicable counter balance not properly aligned
Excessive carbon build up

COVER GASKET

GASKET BODY REED BODY

DRAIN HOLE

FILTER GASKET COVER TUBE

Integral Breather

Some ECV engines are equipped with breathers that are part of the cylinder block. Venting is accomplished through passages drilled in the block to route the air flow to the outside (diag. 53).
BAFFLE RETURN HOLE ONE WAY DISC VALVE

COVER PLATE

GASKET ONE WAY DISC VALVE RETURN HOLE

IDENTIFICATION PLATE

BAFFLE
CYLINDER COVER, OIL SEAL, AND BEARING SERVICE Cylinder Cover
The following procedures, except oil seal replacement, require engine disassembly. See "Disassembly Procedure" in this chapter. Clean and inspect the cover, look for wear and scoring of the bearing surfaces. Measure the bearing surface diameters using a micrometer and check the specifications for worn or damaged parts. Replace as necessary. When reinstalling the cover, apply a drop of Loctite 242 to the cover screw threads and re-torque to the recommended specification. Always use new oil seals and gaskets after disassembly.

Oil Seal Service

NOTE: BEFORE REMOVING THE OIL SEAL, CHECK TO SEE IF THE SEAL IS RAISED OR RECESSED. WHEN INSTALLING A NEW OIL SEAL, TAP IT INTO POSITION GENTLY UNTIL IT IS SEATED INTO ITS BOSS. SOME SEALS ARE NOT POSITIONED FLUSH TO THE CYLINDER COVER. ATTEMPTING TO INSTALL THE SEAL TOO FAR IN CAN CAUSE DAMAGE TO THE OIL SEAL AND ENGINE. If the crankshaft is removed from the engine, remove the old oil seals by tapping them out with a screwdriver or punch from the inside. If the crankshaft is in place, remove the seal by using the proper oil seal puller (diag. 54). Select the proper seal protector and driver from the tool list in Chapter 11 to install a new oil seal. Place the oil seal over the protector (spring side of seal faces inward) and place it over the crankshaft. Drive the seal into position using the universal driver part no. 670272. The seal protector will insure that the seal is driven in to the proper depth (diag. 55).
OIL SEAL REMOVER TOOL: POSITIONED FOR REMOVAL OF OIL SEAL OIL SEAL
OIL SEAL DRIVER 670272 OIL SEAL
OIL SEAL DRIVER PROTECTOR
CRANKSHAFT BEARING SERVICE Ball Bearing Service (H40-HM100 engines)
To remove the ball bearing from the cylinder cover, the bearing locks will have to be rotated out of the way. First loosen the locking nuts with a socket. Turn the retainer bolts counterclockwise to the unlocked position with a needle nose pliers (diag. 56). The flat side of the retainer will face away from the bearing in the unlocked position (diag. 57). When reinstalling the locks, the flat side must face the bearing while the locking nuts should be torqued to 15-22 inch pounds (1.695 - 2.486 Nm). To remove a ball bearing from the crankshaft, use a bearing splitter and a puller (diag. 58). When installing the ball bearing to the crankshaft, the bearing must be heated by either using a hot oil bath or heat lamp to expand the bearing. This will allow the bearing to slide on the crankshaft with no interference fit. Be careful to use adequate protection handling the hot ball bearing. The bearing and the thrust washer must seat tightly against the crankshaft gear.

143.374072 143.374082 143.374212 143.374222 143.374232 143.374292 143.374302 143.374312 143.374322 143.374332 143.374362 143.374372 143.374382 143.374422 143.374432 143.375042 143.376022 143.376042 143.376052 143.376062 143.376092 143.381012 143.381022 143.384012 143.384022 143.384032 143.384042 143.384052 143.384062 143.384072 143.384082 143.384092 143.384102 143.384112 143.384122 143.384172 143.384202 143.384212 143.384222 143.384232 143.384242 143.384252 143.384262 143.384272 143.384282 143.384292 143.384302 143.384312 143.384322 143.384332 143.384342 143.384352 143.384362 143.384372 143.384382 TVS90-43358E TVS90-43359E TVS90-43360E TVS90-43361E TVS90-43362E TVS105-53601E TVS90-43371E TVS105-53101E TVS90-43342E TVS90-43375E TVS90-43307E TVS105-53602E TVS90-43215E TVS105-53102E TVS90-43389E LAV50-62037F TVM220-157106H TVM195-150164M TVM220-157115H TVM195-150151M TVM220-157083H TVS75-33061F TVS75-33059F TVS90-43379F TVS90-43380F TVS90-43381F TVS90-43382F TVS90-43383F TVS90-43384F TVS90-43385F TVS90-43386F ECV100-145313G ECV100-145314G ECV100-145315G ECV100-145316G ECV100-145317G ECV100-145318G ECV100-145319G ECV100-145258G ECV100-145295G ECV100-145296G ECV100-145286G ECV100-145287G TVS90-43342F TVS90-43347F TVS90-43346F TVS90-43215F TVS90-43396F ECV100-145321G ECV100-145322G TVS90-43348F ECV100-145285G ECV100-145294G ECV100-145293G TVS90-43402F
143.384392 143.384402 143.384412 143.384422 143.384432 143.384442 143.384452 143.384462 143.384472 143.384482 143.384492 143.384502 143.384512 143.384522 143.384532 143.384542 143.384552 143.384562 143.384572 143.385042 143.385052 143.386022 143.386042 143.386052 143.386062 143.386072 143.386082 143.386122 143.386132 143.386142 143.386172 143.386182 143.391012 143.394012 143.394022 143.394032 143.394042 143.394052 143.394062 143.394072 143.394082 143.394122 143.394132 143.394142 143.394152 143.394162 143.394172 143.394222 143.394232 143.394242 143.394252 143.394262 143.394272 143.394282 143.394302 TVS90-43403F TVS105-53107F TVS105-53602F TVS105-53607F TVS100-44604B TVS90-43405F TVS90-43375F ECV100-145273G ECV100-145291G ECV100-145292G ECV100-145266G ECV100-145290G ECV100-145288G ECV100-145297G ECV100-145289G ECV100-145310G TVS90-43389F ECV100-145320G TVS90-43415F LAV50-62037G LAV50-62082G TVM220-157120J TVM220-157122J TVM195-150152N TVM220-157083J TVM220-157084J TVM220-157097J TVM195-150151N TVM195-150164N TVM220-157115J TVM220-157126H TVM220-157128J TVS75-33066F ECV100-145323G TVS90-43420F TVS90-43422F TVS90-43423F TVS90-43424F TVS90-43425F TVS90-43426F ECV100-145324G TVS90-43438F TVS90-43421F TVS90-43428F TVS90-43443F ECV100-145333G ECV100-145327G ECV100-145326G ECV100-145325G TVS90-43451F ECV100-145330G ECV100-145332G ECV100-145331G ECV100-145329G TVS90-43454F