HIGH SPEED NOZZLE. The carburetor body contains a main nozzle emulsion tube pressed into the carburetor body to a predetermined depth and positioned within the venturi of the carburetor. Do not attempt to remove this main nozzle. Repositioning of this nozzle will seriously affect the metering characteristics of the carburetor and will require replacement of the entire carburetor.
CARBURETOR BODY. When removing the choke and throttle shafts, check shafts and bearings in carburetor body for wear. Any looseness in these areas can cause dirt to enter the engine and cause premature wear. If dust seals are present, these should be positioned next to the carburetor body. To do a proper cleaning job, welch plugs should be removed to expose drilled passages. To remove the welch plug, sharpen a small chisel to a sharp wedge point. Drive the chisel into the welch plug, push down on chisel and pry plug out of position.

PIERCE PLUG WITH TIP

SMALL CHISEL
WELCH PLUG TO BE REMOVED PRY OUT PLUG DO NOT ALLOW CHISEL POINT TO STRIKE CARBURETOR BODY WELCH PLUG SMALL CHISEL
MAIN NOZZLE EMULSION TUBE DO NOT REMOVE

ABOUT 1/8 (3.2 MM) WIDE

FUEL INLET FITTING. If necessary, this fitting can be removed by pulling and twisting. Be sure to install the fitting in the same position as the original. When installing the fitting, insert tip into the carburetor body, then coat the exposed portion of the shank with Loctite grade A; then press it in until the shoulder contacts the carburetor body.
PRESS IN PARTIALLY THEN APPLY LOCTITE GRADE A SOME INLET FITTINGS UTILIZED A STRAINER
When all accessories and shafts have been removed, soak the carburetor in carburetor cleaner for a maximum of 30 minutes. Blow out all passages with compressed air in the opposite direction of normal fuel flow or use a soft tag wire. Clean all metallic parts with solvent. To install a new welch plug after cleaning, place the welch plug into receptacle with raised portion up. With a punch equal, or greater than the size of the plug, merely flatten the plug. Do not dent or drive the center of the plug below the top surface of the carburetor.

FLAT-END PUNCH

NEW WELCH PLUG
SAME OR LARGER DIAMETER OF PLUG
FLOAT ADJUSTING PROCEDURE All Tecumseh carburetors with an adjustable float require the correct float height to achieve the proper operation and easy engine starts. To check the float setting, hold the carburetor in an upside down position. Remove the bowl nut, float bowl, and "O" ring. Place an 11/64" (4.369 mm) drill bit across the top of the carburetor casting on the opposite side and parallel to the float hinge pin. The float must just touch the drill bit when the bit is flush with the edge of the float. If the float is too high or too low, adjust the height by bending the tab accordingly. If the required adjustment is minor, the tab adjustment may be made without removing the float and carefully inserting a small bladed screwdriver to bend the tab.

PRESS GOVERNOR GEAR SHAFT INTO THIS DIMENSION*

WASHERS

To position the governor gear assembly, insert the shaft opposite the flyweights into the cylinder block.

1 (25.4 mm)

RETAINING RING GROOVE GOVERNOR GEAR OIL HOLE (ON SOME MODELS)
*1.031 (26.187 mm) ON MODELS WITH WASHER

WASHER ON SOME MODELS

FLYWEIGHT ASSEMBLY WASHER

GOVERNOR GEAR SHAFT

Position the governor gear assembly (with washer under governor gear) to mesh with the camshaft gear. Place the governor spool (with washer under the spool) on the governor gear assembly, with the fingers of the flyweights under the rim of the spool.
GOVERNOR SPOOL GOVERNOR SHAFT GOVERNOR GEAR AND FLYWEIGHT ASSEMBLY RETAINING RING

GROOVED SLOT (INTERNAL)

Remove the governor gear shaft by threading the shaft with 1/4-28 die. Place a number of washers on the shaft and turn on a nut. By tightening the nut against the washers the shaft will be pulled from the cylinder. For old style governor assembly, position the governor gear shaft over the opening in the cylinder block and tap lightly with a hammer to start. Use a press to position. Refer to top picture for proper pressed in depth. Measure from the top of the governor gear shaft to the machined surface on the cylinder block.

GOVERNOR GEAR

FLYWEIGHT
CYLINDER COVER GOVERNOR ROD
GOVERNOR ADJUSTMENT FOR HORIZONTAL ENGINES
PIVOT POINT GOVERNOR SPRING MOVE TO RUN POSITION
A RETAINING RING B GOVERNOR SPOOL CONTACTS LEVER TURN CCW
The governor rod is retained in the cylinder cover bushing with a retaining ring. The governor spool moves the governor rod by contacting the lever. Outward movement of the governor spool moves the governor levers and carburetor throttle to a closed position. The lever must contact the governor spool tightly for best governor control and for correct adjustment procedure.
BEARING WITH SEAL TO OUTSIDE BEARINGS BEARING END FLUSH WITH CASTING
GOVERNOR ADJUSTING SCREWS
1. SETTING VARIABLE SPEED ADJUSTING SCREW. Before attaching the bowden wire, set the engine for maximum R.P.M. (See Mfg. specifications) with engine running. Use a good tachometer. Move lever A clockwise until lower end strikes the adjusting screw at 1. (See picture below) Loosen lock nut on adjusting screw and turn in to decrease R.P.M. Turn out to increase R.P.M. CAUTION: DO NOT EXCEED RECOMMENDED R.P.M.

SEE SPECIFICATIONS SECTION FOR DIMENSIONS 46 ANGLE
VALVE SEAT IN CYLINDER FREE LENGTH 1.938 (49.225 MM) DAMPENING COILS LOCATED CLOSER TOGETHER. POSITION TOWARD VALVE BOX.
VALVE SEAT CUTTING REQUIREMENTS. Cut valve seats to 46 and valve to 45. See Specifications.
VALVE SEAT 46 FOR VALVE-IN-HEAD ENGINES
VALVE GRINDING. Valve grinding procedures are the same for all 8 horsepower and other engines. (Including overhead valve engines). See Chapter on specifications. Correct valve grinding procedures are essential to obtain a satisfactory result. Face and seat angles must be accurate and the surfaces must be smooth. A 1/32 (.787 mm) margin must be left on the valve head after refacing. The valve without a margin would burn and distort very rapidly. Use a Vee block and the flat side of a grindstone to grind valve clearance. The end of the stem must be flat and true or abnormal wear will occur.
EXHAUST VALVE SEAT IN HEAD

INTAKE

VALVE GUIDE DIMENSIONAL CHECK. Check dimensions per specification requirements, determine if valve guide clearance is beyond acceptable tolerance. If valve guide clearance is worn beyond tolerance, ream valve guide oversize and install 1/32' (.787 mm) oversize valve, or replace valve guides.
THIS SYMBOL POINTS OUT IMPORTANT SAFETY INSTRUCTIONS WHICH IF NOT FOLLOWED COULD ENDANGER THE PERSONAL SAFETY AND/OR PROPERTY OF YOURSELF AND OTHERS. READ AND FOLLOW ALL INSTRUCTIONS. VALVE GUIDE REMOVAL AND INSTALLATION INSTRUCTION FOR VALVE-IN-HEAD ENGINES. REMOVING THE OLD VALVE GUIDES 1. Submerge the head in a pan of oil so that both guides are covered with oil. 2. Heat oil on a hot plate until the oil begins to smoke. About 15 to 20 minutes. 375 (190C) 400 (204C). 3. When the oil begins to smoke, remove the head from the pan of oil with a pair of pliers. Drain excess oil. 4. Place head on the bed of an arbor press on parallels with the snap rings on the long ends of the guides facing down. 5. Use a 1/2'(25.4 mm) diameter, 6' (152 mm) driftpunch and the arbor press to push valve guides out of the head.

GUIDES HEAD OIL

INSTALLING NEW GUIDES NOTE For easy installation, the replacement guides should be placed in the freezer compartment of a refrigerator or on ice for no less than 30 minutes prior to installation. 1. Submerge head with guides removed in a container of oil so that both guide bores are covered with oil. 2. Heat oil on a hot plate until the oil begins to smoke. About 15 to 20 minutes. 3. When the oil begins to smoke, remove the head from the pan with a pair of pliers. Drain excess oil. 4. Place head, with gasket surface down, on a piece of wood, 6 x 12 inches (152 X 304 mm). 5. Remove the new guides from cold storage and install snap rings used for locating both valve guides. Insert the guides. It may be necessary to use a rubber or rawhide mallet to fully seat the guides to the snap ring depths in the head. DO NOT use a metal hammer head, or guide damage will result. 6. Allow head assembly to cool; recut both valve seats.

EXPANDER

WRIST PIN AND RETAINER
ARROWHEAD FEELER GAUGE PISTON RING
MATCH MARKS RING CENTERED IN RING TRAVEL AREA
ARROWHEAD FACING PUSH ROD TUBES
INVERTED PISTON TO POSITION RING SQUARELY IN CYLINDER

CHECK RING END GAP

PISTON RING INSTALLATION. Only correct piston ring installation will assure full power. Carefully note the ring sequence when removing the worn rings from the piston. Note especially the ring expander, as it may be found both behind the second (compression) ring and the third (oil control) ring. Although piston rings are installed correctly, they will not perform unless the piston and cylinder are reconditioned. Clean and check the ring grooves for wear. Deglaze the cylinder bore with a fine abrasive cloth; this will aid in the seating of the rings. When reinstalling the rings, note the marks on the first and second rings in dictating the top of the ring. Stagger the ring end gaps to prevent compression loss. Use plenty of service classification SF - SJ rated oil to lubricate all friction surfaces during engine reassembly.
INSIDE CHAMFER TO PISTON TOP
UNDER CUT (DOWN) EXPANDER LOCATED BEHIND THE SECOND COMPRESSION RING AND BEHIND THE OIL CONTROL RING
OFFSET PISTON INSTALLATION FOR OH180 VALVE OVERHEAD ENGINE. The connecting rod is assembled to the piston with match marks facing the mechanic and the arrowhead on the piston pointing to the right i.e., arrowhead facing the push rod tube area.
SECTION 2. CONNECTING RODS
When reinstalling a used connecting rod ALWAYS use new nuts on the bolts. These locking nuts will ensure that the torque will be retained when the connecting rod is replaced. The connecting rod must be installed with the match mark facing out of the cylinder, toward the P.T.O. end of the crankshaft. This will ensure the correct positioning of the oil dipper. Install as illustrated. The heads of the through bolts must be seated tight against the machined shoulder on the connecting rod. Failure to check this may result in a false torque reading and premature failure. IMPORTANT Torque to correct specifications. 110 inch pounds (12.43 Nm). NOTE Before installing, clean the connecting rod bearing surfaces with a clean cloth. Rods are coated with lead which will slightly oxidize in storage, this oxidation must be removed. FOR ENGINE MODELS HH80, HH100 and HH120 and VALVE-IN-HEAD ENGINES.
SLIP FIT WRIST PIN OIL VAPOR PICK-UP HOLE
FOR ENGINE MODELS VH80 and VH100

ENGINE ROTATION

OIL FEED HOLE
Torque to correct specifications 110-inch pounds (12.43 Nm). After initial torque use a drift and a hammer (13 oz.) (390 ml) and strike the rod bearing cap above each lock nut. This will seat the cap releasing some torque on the lock nuts. Retorque lock nuts to specifications.

OIL VAPOR PICK-UP HOLE

THROUGH BOLT
INSTALL WITH MATCH MARK FACING OUT AND OIL DIPPER AS SHOWN
SPECIFICATION SECTION FOR BEARING SIZE AND NUT TORQUE
The vertical crankshaft 8 and 10 H.P. engines have a connecting rod with two lube holes. This rod is not interchangeable with the horizontal connecting rod. The above requirements listed for a horizontal crankshaft rod also apply to the vertical crankshaft engines connecting rod.

SECTION 3. CRANKSHAFTS

CRANKPIN WEAR. Crankpins should be examined for wear, scoring, or out of-round. If any of these conditions are noted, replace the crankshaft. See specifications. Lubricate the crankpin generously before attaching the connecting rod. This will prevent damage during the initial run-in after reassembly.
EXAMINE CRANKPIN FOR WEAR OR DAMAGE REPLACE IF DAMAGED
Note the chamfer tooth on the crankshaft gear. This tooth is used as a reference mark to be matched with the timing mark on the camshaft. The crankshaft gear is replaceable. Remove gear with a conventional puller after the roller bearing has been removed. The gear and the bearing may be removed simultaneously, but much difficulty may be encountered. Roller bearing must be heated before it is installed. NOTE: If a damaged gear is replaced, the mating gear should also be replaced. Example: If the camshaft is damaged and replaced, the crankshaft gear should be replaced.
CHAMFER TOOTH CRANKSHAFT GEAR USE BEARING SEPARATOR AND PULLER TO REMOVE TAPERED BEARING
The vertical VH80 and VH100 (without oil pump) oil slinger is located on the crankshaft. It is locked in position between the bearing and the crank gear and maintains that position due to a slot in the gear and a stamped bulge in the slinger. This alignment is necessary to direct the lubricant up into the engine at a closely engineered angle. Note the pickup trough and the stiffening rib. View B shows the trough alignment in correct relation to the crankcase journal. The slinger should not be incorrectly assembled 180 out of phase.
PTO TAPERED BEARING PRESS FIT, HEAT IN OIL TO INSTALL
REMOVE GEAR BY PLACING PULLER JAW UNDER GEAR
CRANKSHAFT GEAR IS PRESS FIT AND POSITIONED WITH CHAMFERED TOOTH AWAY FROM COUNTERWEIGHT
CRANKSHAFT GEAR INSTALLATION. Use an arbor press and suitable driver to press crankshaft gear into position. Keyway in crankshaft gear is to fit over gear pin and beveled tooth must face P.T.O. end of crankshaft. Crankshaft gear must fit tightly against shoulder. On engines equipped with Dyna-Static, the counterweight balance gear is installed between the crankshaft gear, spacer and the bearing. Keyway in counterbalance gear is to fit over gear pin and beveled tooth is in line with keyway.

PLUNGER TYPE PUMP Some vertical VH100 engines use a plunger-type oil pump to circulate lubrication. The oil is pumped up through a hole in the camshaft to a passage allowing the crankshaft and parts to be lubricated.

OIL SPRAY OPENING

CHAMFER AWAY FROM COUNTERWEIGHT AGAINST SHOULDER
PLUNGER REMOVE GEAR BY PLACING PULLER JAW UNDER GEAR SUPPORT CRANKSHAFT AT COUNTERWEIGHT WHEN PRESSING ON GEAR
CHAPTER 6. CAMSHAFT, BEARINGS AND SEALS

SECTION 1. CAMSHAFT

CAMSHAFT GEAR TEETH WEAR. When servicing engines, check the camshaft at the points indicated by the asterisks in figure. Examine the gear teeth for wear and damage. See Specifications. NOTE: If a damaged gear is replaced, the mating gear should also be replaced. Example: If the camshaft is damaged and replaced, the crankshaft gear should be replaced. MECHANICAL COMPRESSION RELEASE. Clean the mechanism in a conventional parts cleaner and dry thoroughly. Individual component parts are not available as service replacement and cannot be obtained from the factory. New replacement camshafts with the compression relief mechanism are available.

CHAMFERED GEAR TOOTH

VALVE TIMING FOR ENGINE WITH HELICAL CUT GEARS.

TIMING MARK

HOBBING HOLE
NOTE: When matching up helical gears, do so with a slight rotating motion of the crankshaft to the right. This way the teeth will slide together easier and the chamfered tooth and match mark will line up.
*SEE SPECIFICATIONS SECTION FOR DIMENSIONS
VALVE TIMING. Match chamfered gear tooth on crankshaft with mark and hobbing hole on camshaft gear.
C/S PTO END CHAMFERED TOOTH

CHAMFERED TOOTH MARK

SECTION 2. BEARINGS
BEARING ASSEMBLY. The following figure illustrates the correct assembly of the tapered crankshaft bearings. The bearing at the flywheel end of the crankshaft seats in an adjustable bearing cup A in the cylinder. The bearing cup B supporting the P.T.O. end of the crankshaft is a press fit in the cylinder cover. Examine the bearing for wear, pitting, rust, alignment, and uneven wear of the rollers. If in doubt, replace to assure dependable trouble free service.

BEARING

CYLINDER COVER A
O RING SHIM GASKET BEARING SEPARATOR

STEEL WASHER IF REQUIRED

ROLLER BEARING
THIS SYMBOL POINTS OUT IMPORTANT SAFETY INSTRUCTIONS WHICH IF NOT FOLLOWED COULD ENDANGER THE PERSONAL SAFETY AND/OR PROPERTY OF YOURSELF AND OTHERS. READ AND FOLLOW ALL INSTRUCTIONS. BEARING INSTALLATION. Use only new bearings for installation on the crankshaft. Once a bearing has been removed it MUST be REPLACED as it becomes distorted and damaged while being removed. The new bearing may be installed on the crankshaft with pressure or heat. Heating the bearing is the preferred method. METHOD ONE - Using Heat. Heat the bearings in engine oil. Support the bearing off the bottom of the container as illustrated. Heat to approximately 300 F (148 C) or until oil smokes. Support the crankshaft in a vise. Hold the bearing carefully to prevent burns. Work rapidly to assure proper placement while the bearing is hot. The bearing must seat tight against the shoulder of the magneto end and tight against the crankshaft gear on the P.T.O. end. (If on a counterweight system, bearing should be against counterweight gear.)

SOLID STATE IGNITION ALTERNATOR TYPE).

SYSTEM

SPADE CONNECTOR FOR 20 AMP IGNITION UNIT
CAUTION: Do not attempt to crank engine with the primary wire of the transformer disconnected. Also do not allow the primary wire of the transformer to be grounded or arc. A broken wire causing an open circuit to or in the transformer can also cause permanent damage. See Step 2. 1. Preliminary Tests Spark Test.Check for spark. Perform the following visual tests: HIGH TENSION LEAD.Inspect for cracks or indications of arcing. Replace the transformer if a questionable lead is found. LOW TENSION LEADS.Check all leads for shorts. Check ignition cut-off lead to see that unit is not grounded out. Repair leads if possible, or replace. FLYWHEEL.Check magnets for strength. Check key and keyway. Be sure that the key locks the flywheel to the crankshaft. 2. After the above visual checks are made the transformer and solid state components can be checked using a Merc-O-Tronic, Graham-Lee or similar tester. NOTE: Before using parts for tests, be sure any problem which caused replacement is corrected first. 3. When testers are not available. Use new replacement parts as test for possible failed parts. SOLID STATE STATOR - Replace and test for spark. Time the magneto by turning counterclockwise as far as it will go. Tighten retaining screws to 5-7 foot pounds (6.8 - 12.4 mm).
PULSE TRANSFORMER IGNITION CUT-OFF LEAD IGNITION UNIT LOW TENSION LEAD

CHARGING COIL

GROUND TERMINAL
NEW NON-ALTERNATOR SOLID STATE STATOR
USED WITH 20 AMP SINGLE MAGNET FLYWHEEL

EXCITER COIL

TO C. D. I. MODULE TO SHUT OFF SWITCH SCHEMATIC DIAGRAM CHARGE COIL IGNITION BLOW-OUT PROTECTION NOTE: THERE MUST BE AN ELECTRICAL CONTINUITY FROM EITHER LEAD TO BASE PLATE, BUT NO CONTINUITY IN THE REVERSE DIRECTION OR BETWEEN LEADS.
STATOR PLATE ASSEMBLY (20 AMP SYSTEM). Previous tests also apply, except for the following: 1. Test the ignition unit first. If good, remove flywheel and check coil for continuity. 2. Determine if correct flywheel is used, if previously replaced. The flywheel used for a 20 amp system is not compatible with flywheel used on a 10 amp systems. 3. The stator cannot be turned once secured with stator bolts.
PRIMARY SET GAP.006 WIRE.010 (.152 mm) (.254 mm) LONG TRIGGER PIN TIME SHORT TRIGGER PIN FLYWHEEL

PRIMARY WIRE

MAGNETO IGNITION COIL
ONE TYPE OF NON-ALTERNATOR IGNITION FOUND ON 8 HP AND LARGER ENGINES
ONE TYPE OF NON-ALTERNATOR IGNITION FOUND ON VALVE-IN-HEAD ENGINES
SECTION 2. CHARGING SYSTEMS
PRECAUTIONS CAUTION: Electrical components of the 10 amp alternator system are similar to the 20 amp alternator system. Use care not to interchange electrical components; severe damage will result. A. Do not connect battery to cables in wrong polarity. This will cause regulator-rectifier damage. B. Break continuity between the regulator-rectifier unit and battery when using a remote charger on the battery. This will eliminate damage to the regulator-rectifier if polarity is reversed. C. Disconnect wiring harness at regulator-rectifier before using arc welder on equipment. D. Do not short alternator leads together. E. When normally running the engine DO NOT disconnect the lead to the battery. NOTE: Only when testing the D.C. output, should the D.C. output lead be disconnected from the battery. F. If wiring must be replaced in any part of the circuitry, be certain the same size (gauge) wire is used. Wire between the battery to the starter motor must be a minimum of No. 6 gauge. For the 20 amp alternator system the charge circuit uses No. 14 gauge wire. Most of the remaining portion of the circuitry will be No. 18. Newer 20 amp systems are distinguished by the regulator-rectifier installed in the blower housing. Connectors are not interchangeable with connectors on the external type regulator-rectifier 20 amp system. Do not force or modify connectors. Test values are identical to original 20 amp alternator system. PRE-SERVICE CHECKS a. Check for a good ground between regulator-rectifier and mounting. b. Check for poor connections or broken wires. c. Check the fuse. NOTE: Battery voltage must be above 6 volts for the regulator to be activated. This applies only to the 20 amp system with regulator-rectifier in housing.
MAGNETO SHUT OFF LEAD GREEN VIEW A A VIEW B B D.C. OUTPUT LEAD RED SOLID STATE RECTIFIER REGULATOR MOUNTED ON ENGINE (PROVIDED BY TECUMSEH) GROUND IS THRU THE MOUNTING BOLTS

Use tachometer to adjust correct RPM. Install new ring gasket under cap and tighten securely. Check oil level Turn dipstick cap tightly into receptacle for accurate level reading. DO NOT fill above full mark. Replace. Clean thoroughly in solvent. Rotate end gaps so as to be staggered 90 apart. Clean hole with wire to allow oil to return to crankcase. Install new gaskets and tighten securely. Replace seals. Check for worn or out of round cylinder. Replace rings. Break in new rings with engine working under a varying load. Rings must be seated under high compression or in other words under varied load conditions.
Breather mechanism damaged. Breather mechanism dirty. Piston ring end gaps aligned. Drain hole in breather box clogged. Breather mechanism loose or gaskets leaking. Damaged or worn oil seals on end of crankshaft. Rings not seated properly.
Breather assembly not assembled correctly on engine. Refer to breather section. Cylinder cover gasket leaking. Replace cover gaskets.
K. TROUBLE SHOOTING CARBURETION POINTS TO CHECK FOR CARBURETOR MALFUNCTION Trouble Carburetor out of adjustment.. Engine will not start.. Engine will not accelerate.. Engine hunts (at idle or high speed).. Engine will not idle.. Engine lacks power at high speed.. Carburetor floods... Carburetor leaks.. Engine overspeeds... Idle speed is excessive... Choke does not open fully... Engine starves for fuel at high speed (leans out). Carburetor runs rich with main adjustment needle shut off Performance unsatisfactory after being serviced. Correction 4-12-13-14-15-17-22 1-2-3-4-5-6-7-9-12-13 3-4-12-13-14-26 4-5-9-10-11-12-13-14-22-23-26 5-9-10-12-14-15-16-22-23-24-26 3-4-7-9-12-13-22-23-26 5-8-19-23-24 7-8-11-20-25-26 9-10-12-16-17-20-22 9-10-15-16-17-20-22 9-10-17 1-2-4-5-7-12-17-19-21-23 8-12-19-20-21-23 1thru 14 and 17 thru 23
1. Open fuel shut-off valve at fuel tank, fill tank with fuel. 2. Examine and clean fuel line and filter (where applicable). 3. Check ignition, spark plug and compression. 4. Clean air cleaner, service as required. 5. Dirt or restriction in fuel system, clean tank and fuel strainers, check for kinks or sharp bends. 6. Check for stale fuel or water in fuel, fill with fresh fuel. 7. Examine fuel line and pick-up for sealing at fittings. 8. Check and clean atmospheric vent holes. 9. Examine throttle and choke shafts for binding or excessive play, remove all dirt or paint, replace shaft. 10. Examine throttle and choke return springs for operation. 11. Examine idle and main mixture adjustment screws and O rings for cracks or damage. 12. Adjust main mixture adjustment screw. Check to see that it is the correct screw. 13. Examine main nozzle and replace with service nozzle.

14. Adjust idle mixture adjustment screw. Check to see that it is the correct screw. 15. Adjust idle speed screw. 16. Check position of choke and throttle plates. 17. Adjust control cable or linkage to assure full choke and carburetor control. 18. Clean carburetor after removing all non-metallic parts that are serviceable. Trace all passages. 19. Check inlet needle and seat condition and proper installation. 20. Check sealing of welch plugs, cups, plugs and gaskets. 21. Check fuel pump operation of pulse pump, clean the pulse line after removing it from the pump and engine fittings. 22. Adjust governor linkage. 23. Adjust float setting. 24. Check float shaft for wear and float for leaks or dents. 25. Check seal for fuel drain or bowl gasket. 26. Is carburetor operating at excessive angle, 31 or more ?
CHAPTER 10. 8 H.P. & LARGER ENGINE AND TORQUE SPECIFICATIONS ALSO VALVE-IN-HEAD SPECIFICATIONS AND TORQUES
SECTION 1. CROSS REFERENCE LIST FOR TABLE OF SPECIFICATIONS

Craftsman Engine Model

143.558012 143.558022 143.558032 143.558052 143.559012 143.559022 143.559032 143.559042 143.562012 143.562022 143.562032 143.568032 143.569022 143.569032 143.569042 143.569052 143.569082 143.572012 143.572022 143.572032 143.572042 143.572052 143.572062 143.572092 143.572102 143.578012 143.578022 143.578052 143.578062 143.578072 143.579012 143.579022 143.579032 143.579042 143.579052 143.579062 143.579072 143.579082 143.579092 143.579102 143.579112 143.579132 143.582012 143.582022 143.582032 143.582042 143.582052 143.582062 143.582072 143.582082 143.582092 143.582102 143.582112 143.582122 143.582132 143.582142 143.582172 143.See Model HH80 HH80 HH80 HH80 HH100 HH100 HH100 HH100 HH120 HH120 HH1200 HH80 HH100 HH100 HH100 HH100 HH100 HH120 HH120 HH120 HH120 HH120 HH120 HH120 HH120 HH80 HH80 HH80 HH80 HH80 HH100 HH100 HH100 HH100 HH100 HH100 HH100 HH100 HH100 HH100 HH100 HH100 HH120 HH120 HH120 HH120 HH120 HH120 HH120 HH120 HH120 HH120 HH120 HH120 HH120 HH120 HH120 HH80 Craftsman Engine Model 143.588032 143.589012 143.589022 143.589032 143.589042 143.589052 143.589072 143.592012 143.592022 143.592032 143.592052 143.592062 143.592072 143.592082 143.598012 143.599012 143.599022 143.599042 143.599052 143.599062 143.602012 143.602022 143.602032 143.602052 143.602062 143.602072 143.602082 143.602092 143.602102 143.602112 143.602122 143.608012 143.608022 143.608032 143.609022 143.609032 143.609042 143.609052 143.609072 143.612012 143.612022 143.619012 143.622012 143.622022 143.622032 143.622042 143.622052 143.622062 143.622072 143.622082 143.622092 143.622102 143.628012 143.628022 143.629012 143.629022 143.629032 143.629042 See Model HH80 HH100 HH100 HH100 HH100 HH100 HH100 HH120 HH120 HH120 HH120 HH120 HH120 HH120 HH80 HH100 HH100 HH100 HH100 HH100 HH120 HH120 HH120 HH120 HH120 HH120 HH120 HH120 HH120 HH120 HH120 HH80 HH80 HH80 HH100 HH100 HH100 HH100 HH100 HH120 HH120 HH100 HH120 HH120 HH120 HH120 HH120 HH120 HH120 HH120 HH120 HH120 HH80 HH80 HH100 HH100 HH100 HH100 Craftsman Engine Model 143.629052 143.629062 143.629072 143.632022 143.632032 143.632042 143.639012 143.642012 143.642022 143.642032 143.642042 143.649012 143.649022 143.652012 143.652022 143.652032 143.652042 143.652052 143.652062 143.652072 143.659012 143.659022 143.659032 143.662012 143.669012 143.672012 143.672022 143.672032 143.672042 143.672052 143.672062 143.672072 143.676082 143.679012 143.679022 143.679032 143.712012 143.712022 143.712032 143.712042 143.760012 143.780012 See Model HH100 HH100 HH100 HH120 HH120 HH120 HH100 HH120 HH120 HH120 HH120 HH100 HH100 HH120 HH120 HH120 HH120 HH120 HH120 HH120 HH100 HH100 HH100 HH120 HH100 HH120 HH120 HH120 HH120 HH120 HH120 HH120 HH100 HH100 HH100 HH100 HH120 HH120 HH120 HH120 HH120 HH120 Craftsman Engine Model See Model

VH80 Metric 388.4 cc 69.85 84.125 84.150 U.S. 23.7 2-3/4' 3.3120 3.3130 Solid State Solid State.889.254.1.067 1.321.035.010.020 46.042.052
VH100 Metric 388.4 cc 69.85 84.125 84.150
Timing Dimension Point Gap Spark Plug Gap Valve Clearance

.889.254.1.067 1.321

Model U.S. Valve Face Angle Valve Face Width 45.089.099.06 1.885.312.313.344.345 1.3750 1.3755 1.3761 1.1865 1.1870 None 3.308 3.310.6873.6875.0950.0960.1800.1900.0025.0030.010.020.0305.0335.003.6235.6240 1.3045 1.3085.006.010
VH80 Metric 45 2.261 2.515 1.524 47.879 7.925 7.950 8.738 8.763 34.925 34.938 44.097 30.137 30.150 U.S. 45o.089.099.06 1.885.312.313.344.345 1.3750 1.3755 1.3761 1.1865 1.1870 None 84.023 84.074 17.457 17.463 2.41 2.438 4.572 4.826.635.076.254.508.775.851.076 15.837 15.850 33.134 33.236.152.254 3.308 3.310.6873.6875.0950.0960.1800.1900.0025.0030.010.020.0305.0335.003.6235.6240 1.3045 1.3085
VH100 Metric 45o 2.261 2.515 1.524 47.879 7.925 7.950 8.738 8.763 34.925 34.938 44.097 30.137 30.150
Diameter Crankshaft Conn. Rod Journal
Maximum Conn. Rod Dia. Crank Bearing Shaft Seat Dia. for Roller Bearings
Crankshaft End Play Piston Diameter
84.023 84.074 17.457 17.463 2.41 2.438 4.572 4.826.635.076.254.508.775.851.076 15.837 15.850 33.134 33.236.152.254

Piston Pin Diameter

Piston Skirt Clearance Camshaft Bearing Diameter

.006.010 Solid State

SECTION 2. TORQUE SPECIFICATIONS 8 H.P. & LARGER ENGINES (EXCEPT VALVE-IN-HEAD)
INCH POUNDS Cylinder Head Bolts Connecting Rod Lock Nuts Mounting Flange or Cylinder Cover Flywheel Nut Spark Plug Carburetor to Cylinder Air Cleaner to Elbow Air Cleaner Bracket to Carburetor Tank Bracket to Housing Tank Bracket to Cylinder (5/16' Lower) Tank Bracket to Head Bolt Starter-Top Mount Recoil Belt Guard to Blower Housing Flywheel Screen & Pulley Stationary Point Screw Blower Housing Baffle to Cylinder Blower Housing to Baffle or Cylinder Breaker Point Cover Magneto Stator Mounting Breather to Cylinder Oil Drain Plug 3/Blower Housing Extension to Cylinder Stub Shaft Bolts to Flywheel Motor Generator all Mounting Bolts NOTE: Divide by 12 for foot pounds.

NEWTON METER 20.3 - 27.1 9.7 - 12.4 11.3 - 14.7 67.8 - 74.6 24.9 - 31.6 8.1 - 10.9 1.7 - 2.8 1.7 - 2.8 4.0 - 5.- 22.- 22.6 4.5 - 6.8 2.8 - 4.0 8.1 - 10.9 1.7 - 2.3 8.1 - 10.9 5.4 - 8.1 1.7 - 2.8 8.1 - 10.9 2.3 - 2.8 9.0 - 11.3 8.1 - 10.9 11.3 - 14.1 7.4 - 11.3
180 - - - - - - - - - - - - - - - - - - - - - - - - 100
SECTION 3. VALVE-IN-HEAD ENGINE SPECIFICATIONS
Description Model OH120 Model OH140 U.S. Metric U.S. Metric Model OH150 Model OH160 U.S. Metric U.S. Metric Model OH180 U.S. Metric

See Note

Displacement Stroke Bore 21.1 2.75 3.125 3.126.030.005.010 46.042.+.094.06 1.915.312.313 1.3750 1.3755 1.3765 1.067 1.321 45o 2.388 1.524 48.641 7.925 7.950 34.925 34.938 34.cc 69.80 79.375 79.400.762.0127.254 23.7 2.75 3.312 3.313.030.005.010 46.042.+.133.06 1.980.312.313 1.3750 1.3755 1.3765 1.067 1.321 45o 3.378 1.524 50.292 7.925 7.950 34.925 34.938 34.cc 69.80 84.125 84.150.762.0127.254
27.66 2.875 3.500 3.501.030.005.010 46.042.+.133.06 1.980.312.313 1.3750 1.3755 1.3765 1.067 1.321 45o 3.378 1.524 50.292 7.925 7.950 34.925 34.938 34.cc 69.80 88.900 88.925.762.0127.254
27.66 2.875 3.500 3.501.030.005.010 46.042.+.133.06 1.980.312.313 1.3750 1.3755 1.3765 1.067 1.321 45o 3.378 1.524 50.292 7.925 7.950 34.925 34.938 34.cc 69.80 88.900 88.925.762.0127.254 30.0 2.875 3.625 3.626.030.005.010 46.042.+.133.06 1.980.312.313 1.3750 1.3755 1.3765 1.067 1.321 45o 3.378 1.524 50.292 7.925 7.950 34.925 34.938 34.cc 69.80 92.075 92.100.762.0127.254
Spark Plug Gap Valve Clearance Intake Exhaust Valve Seat Angle Valve Seat Width
Valve Face Angle Valve Face Width Valve Lip Width Valve Spring Free Length Valve Guides STD Diameter
Dia. Crankshaft Conn. Rod Journal Maximum Conn. Rod Dia. Crank Bearing Shaft Seat Dia. for Roller Bearings Crankshaft End Play

1.1865 1.1870

30.137 30.150
1.1865 1.1870 *None.001.007 Preload 3.4950 3.4970.6876.6880.0950.0960.1880.1890
1.1865 30.137 1.1870 30.150 *None.001.025.007.178 Preload 3.620 3.622.7810.7812.0955.0965.1880.1895 4.775 4.826 91.948 91.999
*None.001.025.007.178 Preload 3.121 3.123.6876.6880.0950.0960.1880.1900 79.273 79.324 17.465 17.475 2.413 2.438 4.775 4.826

*None.001.025.007.178 Preload 3.3080 3.3100.6876.6880.0950.0960.1880.1900 84.023 84.074 17.465 17.475 2.413 2.438 4.775 4.826
*None.001.025.007.178 Preload 3.4950 3.4970.6876.6880.0950.0960.1880.1890 88.773 88.824 17.465 17.475 2.413 2.438 4.775 4.826

.025.178

Piston Skirt Diameter
88.773 88.824 17.465 17.475 2.413 2.438 4.775 4.826
Note: First Model Year was designated as an HH140, 150, 160.
Description Side Clearance Ring Groove Compression Ring End Gap
Model OH120 Model OH140 Model OH150 Model OH160 Model OH180 U.S. Metric U.S. Metric U.S. Metric U.S. Metric U.S. Metric.0015.038.0035.089.010.020.031.034.254.508.787.864.0015.0035.010.020.030.035.6235.6240.038.089.254.508.762.889 15.837 15.850.0015.0035.010.020.031.036.6235.6240.038.089.254.508.787.864.0015.0035.010.020.031.036.038.089.254.508.787.864.0015.0035.010.020.031.036.038.089.254.508.787.864 15.837 15.850
.6235 15.837.6240 15.850 1.3117 33.317 1.3167 33.444

15.837.6235 15.850.6240

1.3117 33.317 1.3167 33.444
1.3117 33.317 1.3117 33.317 1.3117 33.317 1.3167 33.444 1.3167 33.444 1.3167 33.444
CROSS REFERENCE LIST Craftsman Engine Model See Model 143.626272 143.630012 143.630022 143.640012 143.640022 143.640032 143.640042 143.640052 143.650012 143.650022 143.650032 143.660012 143.660022 143.670012 143.670032 143.670042 OH160 OH160 OH160 OH160 OH160 OH160 OH160 OH160 OH160 OH160 OH160 OH160 OH160 OH140 OH160 OH140
CROSS REFERENCE LIST Craftsman Engine Model See Model 143.670052 143.670062 143.670072 143.670082 143.670092 143.680012 143.680022 143.680032 143.700012 143.710012 143.710022 143.730012 143.730022 143.740012 143.740022 143.770022 OH160 OH160 OH160 OH140 OH140 OH140 OH140 OH160 OH180 OH160 OH140 OH160 OH140 OH140 OH160 OH180
Torque specifications listed on this page should not be confused with the torque value observed on engines which have been run. Torque relaxation occurs on all engines from thermal expansion and contraction. The torque specifications take relaxation into account so a sufficient clamping force exists after an engine has been run.
SECTION 4. TORQUE SPECIFICATIONS VALVE-IN-HEAD
TORQUE SPECIFICATIONS INCH Cylinder Head Bolts Connecting Rod Screw or Nut Mounting Flange Cylinder Cover Screw Cylinder Cover Flywheel End Flywheel Nut P.T.O. Shaft to Flywheel Spark Plug Intake Pipe to Cylinder Carburetor to Intake Pipe Air Cleaner Elbow to Carburetor Air Cleaner Bracket to Elbow Air Cleaner Bracket to Carburetor Tank Bracket to Cylinder (5/16' Lower) Tank Bracket to Cylinder (1/4') Starter-Recoil-Top Mount Starter-Electric-Straight Drive Rope Start Pulley Mounting Screws Rocker Arm Box to Cylinder Head Rocker Arm Cover and Breather (Screw to Stud) Rocker Arm Adjusting Screw Lock Nut Rocker Box Cover to Mtg. Stud Magneto Stator Mounting Screw Blower Housing to Baffle or Cylinder Housing Baffle to Cylinder Blower Housing Extension to Cylinder Governor Rod Clamp to Rod (Screw and Nut) Governor Rod Clamp to Lever (Screw and Nut) Ground Wire to Terminal Toggle Stop Switch Nut Oil Drain Plug 3/Oil Drain Cap Oil Fill Plug (Large Diameter) 180 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 50 Hand Tighten Nm 20.3 - 27.1 9.7 - 12.4 11.3 - 14.7 13.6 - 18.1 67.8 - 74.6 11.3 - 14.1 24.9 - 31.6 8.1 - 10.9 5.4 - 8.1 2.8 - 4.0 1.7 - 2.8 1.7 - 2.8 17.0 - 22.6 10.9 - 13.6 4.5 - 6.8 15.8 - 19.2 6.8 - 8.5 9.0 - 10.2 1.7 - 2.3 5.5 - 8.0 2.3 - 3.4 8.1 - 10.9 5.4 - 8.1 8.1 - 10.9 8.1 - 10.9 1.7 - 2.8 1.7 - 2.3.6 - 1.1 1.1 - 1.7 9.0 - 11.3 4.0 - 5.7 Hand Tighten

IDLE MIXTURE LIMIT SCREW

FIXED MAIN (MIXTURE SCREW NOT FUNCTIONAL ON MOST TECUMSEH BUILT ENGINES) IDLE SPEED ADJUSTMENT SCREW
2-Cycle Engine Speed and Mixture Adjustments: TVS/TVXL840

IDLE SPEED ADJUSTMENT

HIGH SPEED ADJUSTMENT
5 Linkage Location To aid in the proper reassembly of the governor linkage, mark the linkage locations.

HOLDING SCREW

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

HSK/HXL840-850

IDLE RPM ADJUSTMENT SCREW HIGH SPEED RPM ADJUSTMENT SCREW

INCREASE DECREASE

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

BEND TAB

8 R.P.M. adjustment of fixed speed models is done by bending the tab as shown.
Governor and Linkage for Air Vane

BEND TAB TO ADJUST RPM

VANE ASSEMBLY TO ADJUST HIGHSPEED ROTATE CLOCKWISE TO INCREASE COUNTERCLOCKWISE TO DECREASE

IN DE CR CR EA EA SE SE

HORIZONTAL FIXED SPEED PLASTIC AIR VANE GOVERNOR
Rotate sleeve clockwise to increase R.P.M., counterclockwise to decrease R.P.M. NOTE: The sleeve is serrated to rotate in a clockwise direction and must be raised using the sleeve tabs before it can be rotated counterclockwise. To disassemble, remove choke shutter with needle-nose pliers; the vane assembly may then be removed from the carburetor.
Governors and Linkage for Air Vane - continued
ADJUST RPM BY LOOSENING SCREW AND SLIDING BRACKET

IDLE RPM ADJUSTMENT

HIGH SPEED RPM ADJUSTMENT

IDLE MIXTURE

THIS HOLE NOT PRESENT ON ALL MODELS SPRING
HORIZONTAL FIXED SPEED (ALUMINUM AIR VANE GOVERNOR)

Mounting flange to top 1.350 - 1.365" (34.290 - 34.671 mm) Mounting flange to top 1.085 - 1.100" (27.559 - 27.940mm) Mounting flange to top 1.00" (25.400mm) Mounting flange to top 1.196 (3.969 mm)

OH 120-180

TVT - V -Twin
Small Frame, Vertical and Horizontal*
Models: LAV35,40,50 - H25,30,35 - HS40,50 - HSK - HSSK TNT100,120 - ECH90 - TVS75,90,105,115,120 - OVRM ALL - ECV100,105,110,120

RETAINING RING

Retainerless Governor System for Small Frames*
SPOOL SPOOL UPSET ROLLED RETAINING RING

GEAR ASSY. (GOV.)

WASHER
NOTE: Gear assembly must have.010 -.020 (.25 -.50 mm) end play after shaft is installed into flange. * As of August 1992, all small frame engines, including VLV40-6.75, use a retainerless shaft. Service replacement shafts will be retainerless for all small frame and VLV engines. * As of August 1992, all small frame engines, including VLV406.75, use a retainerless shaft. Service replacement shafts will be retainerless for all small frame and VLV engines.
VLV*40, 50, 55, 60, 65, 66

TYPE I

Medium Frame Vertical
Models: TVM125, 140, 170, 195, 220 - V50,60,70 VH50,60,70

TYPE II

RETAINING RING SPOOL
SPOOL WASHER RETAINING RING GEAR ASSY. (GOV.) WASHER SPACER WASHER IDLER GEAR.010 -.020 (.25-.50 mm) CLEARANCE SHAFT
UPSET RETAINER GEAR ASSY. (GOV.) SHAFT
NOTE: Gear assembly must have.010 -.020 (.25 -.50 mm) end play after shaft is installed into flange.
* As of August 1992, all small frame engines, including VLV40-6.75, use a retainerless shaft. Service replacement shafts will be retainerless for all small frame and VLV engines.

Medium Frame Horizontal

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

OHM120 - OHSK 80-130

SHAFT WASHER ROD ASSY. (GOV.) RETAINING RING
WASHER RETAINING RING GEAR

SPACER

(GOV) BRACKET SHAFT

SCREWS

OVM120, OVXL120, 125 - OHV11-17

OH120, 140, 160, 180

SPOOL WASHER RETAINING RING WASHER GEAR ASSY. (GOV.)
WASHER GEAR & SHAFT ASSY. (GOV.)
SPACER NOTE; SPACER MAY BE PART OF THE GEAR ASSEMBLY.
NOTE: On models OHV13.5-17, the spacer is cast as part of the governor gear with the washer placed below the gear assembly.
WASHER (CAPTURED UNDER GEAR)
Engine Speed and Mixture Adjustments
3-5 H.P. Vertical Shaft Engines
NOTE: Starting and operating problems may exist when engines are used at high elevations (over 4,000 feet above sea level). In cases where a fixed main carburetor is used, refer to Bulletin 110 for correction. Engines which are identified as compliant with CARB (California Air Resources Board) or EPA (US Environmental Protection Agency) regulations can NOT be changed from their factory jetting unless specifically authorized. Before making any speed or carburetor adjustments be sure to adjust the governor and control bracket. See Governor Section of the Booklet. To adjust the speed control bracket, determine whether the carburetor is an adjustable type, then proceed. Some carburetors may have a choke lever which is operated by the speed control bracket. To adjust the speed control bracket for full choke operation, loosen the speed control bracket mounting bolts and move the speed control lever to the high speed/full choke position. Next insert a small piece of wire through the hole in the speed control bracket, choke actuating lever, and the choke lever (diag. 18). When all three holes are aligned tighten the mounting bolts. Once the speed control bracket is adjusted, the main and idle fuel mixtures can be adjusted. Start the engine and allow it to warm up to normal operating temperature (3 - 5 minutes). Set the speed control to the HIGH or FAST position, then turn the main mixture adjustment screw in (clockwise) slowly until the engine begins to run erratic (lean). Note the position of the screw. Now, turn the screw out (counterclockwise) until the engine begins to run erratic (rich). Turn the screw in (clockwise) midway between these two positions. This will be the best setting. Set the speed control to the IDLE or SLOW position. Adjust the idle mixture screw following the same procedure used to adjust the main mixture adjustment. NOTE: SOME CARBURETORS HAVE FIXED MAIN JETS. THE ABSENCE OF THE ADJUSTING SCREW INDICATES A FIXED JET AND NO ADJUSTMENT IS NECESSARY. After adjusting the fuel mixtures, engine speeds can be adjusted. The correct operating speeds are found on Microfiche card 30 of the Tecumseh Master Parts Manual, or the computer parts look-up program (Part Smart). On engines with adjustable carburetors (diag. 19 and 20) the high speed adjustment will be in one of two places. The first location is on the speed control lever (diag. 19).

HIGH SPEED RPM ADJUSTMENT SCREW HIGH SPEED RPM ADJUSTMENT SCREW

IDLE SPEED CRACK SCREW

TVS 115 ENGINE WITH DUAL SYSTEM CARBURETOR

VERTICAL SHAFT ENGINES

NOTE: ON REMOTE CONTROL THIS WILL NOT BE PRESENT

BEND BEND

TO INCREASE SPEED TO DECREASE SPEED
HIGH SPEED ADJUST LOW SPEED ADJUST

TNT 100 VERTICAL ENGINES

VLV Governor and Linkage
Governor Adjustment With the engine stopped, loosen the screw holding the governor clamp and lever. Turn the clamp clockwise, then push the governor lever (connected to the throttle) to a full wide open throttle position. Hold the lever and clamp in this position and tighten the screw. Linkage Installation The solid link is always connected from the throttle lever on the carburetor to the lower hole on the governor lever. The shorter bend has to be toward the governor. The governor extension spring is connected with the spring end hooked into the upper hole of the governor lever and the extension end hooked through the speed control lever. To remove the governor spring, carefully twist the extension end counterclockwise to unhook the extension spring at the speed control lever. Do not bend or distort the governor extension spring (diag. 30). Speed Controls This engine has an adjustable speed control. Never exceed the manufacturer's recommended speeds. NOTE:Governor adjustment screw will be a Torx head (T-10) effective August 1, 1996 for E.C. Compliance.
TWIST COUNTERCLOCKWISE TO DISCONNECT

GOVERNOR SPRING

SHORT BEND LONG BEND
HIGH SPEED ADJUSTMENT COUNTERCLOCKWISE INCREASES SPEED
LOW SPEED ADJUSTMENT COUNTERCLOCKWISE INCREASES SPEED
31 Fixed Speed High speed governor adjustment is accomplished by bending a tab to increase and decrease engine R.P.M. Effective August 1997 (diag. 31a).

TOOL 670326

FIXED SPEED
5-15 HP Vertical Shaft Engines The first step is adjusting the speed control bracket
for full choke operation. Loosen the two speed control bracket mounting bolts and move the control lever to the full high speed/full choke position. Insert a piece of wire through the hole in the speed control bracket, the choke actuating lever, and the choke lever (diag. 32). When all three holes are in alignment retighten the speed control bracket mounting bolts.
MOUNTING BOLTS SMALL PIECE OF WIRE HOLE IN CONTROL BRACKET HOLE IN CHOKE ACTUATING LEVER
MOVE THE CONTROL LEVER IN THE HIGH SPEED POSITION
The second step is adjusting the main and idle
fuel mixtures. Start the engine and allow it to warm up to normal operating temperature (3 - 5 minutes). Set the speed controls to the HIGH or FAST position, then turn the main mixture adjustment screw in (clockwise) slowly until the engine begins to run erratic (lean). Note the position of the screw. Now, turn the screw out (counterclockwise) until the engine begins to run erratic (rich). Turn the screw in (clockwise) midway between these two positions. This will be the best setting. Set the speed control to the IDLE or SLOW position. Adjust the idle mixture screw following the same procedure used to adjust the main mixture adjustment screw. NOTE: SOME CARBURETORS HAVE FIXED MAIN JETS. THE ABSENCE OF THE ADJUSTING SCREW INDICATES A FIXED JET AND NO ADJUSTMENT IS NECESSARY.

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

THROTTLE CRACK SCREW

GOVERNOR ADJUSTING LEVER
IDLE MIXTURE SCREW HIGH SPEED ADJUSTMENT SCREW

MAIN MIXTURE SCREW

2.5-17.5 HP Vertical Shaft Engines
To adjust high speed on an up/down control (diag.35) bend the adjustment tab. Low speed is adjusted by a screw at the bottom of the control bracket. Both the governor override system and the up/down speed control have a governed idle. On these systems it is important to also adjust the throttle crack screw. To adjust the throttle crack screw use your finger to hold the throttle shutter tight against the throttle crack screw and adjust the engine speed to approximately 600 R.P.M. less than the recommended low speed. After setting the engine speeds recheck the fuel mixtures and double check the engine speeds. NOTE: Not all engines have fully adjustable carburetors. It may be necessary to preset the carburetor mixture screws.
Tecumseh Carburetors Engine Model Main Pre-set All models with float-type carburetors 1-1/2 turn All codels with diaphragm-type carburetors 1 turn Idle Pre-set 1 turn THROTTLE CRACK SCREW HIGH SPEED ADJUSTMENT TAB
BEND TO INCREASE SPEED BEND TO DECREASE SPEED
LOW SPEED ADJUSTMENT SCREW 35
CHOKE HOOKUP HIGH SPEED ADJUSTMENT TAB THROTTLE LINK HOOKUP GOVERNED IDLE SPEED SCREW IDLE SPEED CRACK SCREW

ALIGNMENT HOLE

CHOKE LEVER AIR GAP (.040 -.070") (1.0 - 1.8 mm) BEND TAB TO ADJUST

TOOL #670326

TVXL220, OHV 11-17 STYLE SPEED CONTROL
The idle speed is adjusted by turning the idle speed screw clockwise to increase engine R.P.M. and counterclockwise to decrease R.P.M. Use tool part # 670326 to adjust the high speed engine R.P.M. Place the slotted end of the tool onto the adjustment tab and bend the tab to the left (toward the spark plug end) to increase engine R.P.M. (diag. 36). NOTE: Be sure that the throttle cable has full travel from wide open throttle to full choke. Hard Starting could result if the cable is not properly adjusted to allow for full choke.
LOW SPEED TAB HIGH SPEED PIN POSITION HIGH SPEED TAB NOTE: ON REMOTE CONTROL THIS WILL NOT BE PRESENT HIGH SPEED ADJUST LOW SPEED ADJUST

DECREASE INCREASE

OVRM SNAP IN CONTROL
STANDARD TVM ENGINE WITHOUT GOVERNOR OVERRIDE
SPEED CHANGES APPROXIMATELY 200 RPM PER SLOT
MAIN MIXTURE SCREW GOVERNOR ADJUSTING SCREW (LOW SPEED)

HIGH SPEED

OVM/OVXL,TVM 170, 195 & 220

OHV 11-17

Governor Override System for TVM170, 195 and 220 Engines (diag. 41)
This system will be found starting on 1985 production models and will not retrofit onto older engines. It is designed to allow the governor to regulate the low and high speeds of the engine. The high speed is adjusted at the top screw of the override lever; to increase R.P.M. turn the screw out (counterclockwise), to decrease R.P.M. turn the screw in (clockwise). The low speed is adjusted at the bottom screw of the override lever; to increase R.P.M. turn the screw in or clockwise, to decrease R.P.M. turn the screw out or counterclockwise (diag. 41).
Engine Speed and Mixture Adjustments Horizontal Shaft Engines
IDLE SPEED CRACK SCREW IDLE SPEED CRACK SCREW
HIGH SPEED RPM ADJUSTMENT SCREW

HORIZONTAL LIGHTWEIGHT

LIGHTWEIGHT R.V. TYPE
HIGH SPEED RPM ADJUSTMENT SCREW IDLE MIXTURE SCREW MAIN MIXTURE SCREW IDLE SPEED CRACK SCREW
SMALL FRAME GOVERNED IDLE
IDLE SPEED CRACK SCREW IDLE MIXTURE

HORIZONTAL MEDIUM FRAME

MAIN MIXTURE HIGH SPEED RPM ADJUSTMENT SCREW
IDLE SPEED CRACK SCREW IDLE MIXTURE SCREW
CONSTANT SPEED APPLICATIONS

HM / OHM

NOTE: Since 1996, all speed adjustment screws will have a torx head.
Horizontal Shaft Engines - continued

MEDIUM FRAME

WINTER APPLICATION CONTROL

HM80-100 SERIES

GOVERNED IDLE LINK AND ADJUSTMENT
HIGH SPEED ADJUST BEND TO ADJUST SPEED DECREASE INCREASE

OHH REMOTE & MANUAL

OHH FIXED SPEED
THROTTLE CRACK SCREW T-10 (TORX)

OIL SHUTDOWN SWITCH

Low Oil Shutdown Indicator Light
If equipped, the indicator light will flash if the oil level is at or below the add mark when the engine is turned over while attempting to start. Test by turning the engine over with the oil level below the add mark. If the indicator light does not flash, replace the indicator light (diag. 58).
GREEN IDENTIFICATION MARK TO LOW OIL SENSOR

TO IGNITION

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

Low Oil Sensor

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

Fuel Shutdown Solenoids

If the engine is running, the solenoid can be checked by removing the electrical plug-in at the base of the solenoid. Almost immediately the engine should shutdown, if not replace the solenoid (diag. 61). Test the solenoid off the carburetor by applying 12 volt D.C. from the battery positive terminal to a solenoid terminal. Connect a jumper wire from the metal housing (or other terminal) to a negative battery terminal. The plunger should retract the full travel distance. Disconnect the negative jumper lead and the plunger should return to the extended position. Replace if necessary (diag. 61).

SINGLE

DOUBLE

On/Off Switches

Engine On/Off Rocker Switch

TERMINAL

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

TO GROUND

L TO LOW OIL SENSOR 2 TO IGNITION

2 TERMINALS

3 TERMINALS

Wiring

CONDITION. All wiring must be fully insulated between connection points, securely fastened and free of foreign material (such as rust and corrosion) at the connection points. This is especially important in the use of batteries where much of the potential may be lost due to loose connections or corrosion. Remember to check the insulation on the wire. All it takes is a pin hole for a wire to "ground out" on the engine or frame. This is of special concern when moisture or water is present. This may cause the engine to run erratically or be impossible to start. WIRE GAUGE: Proper thickness of wire is necessary in all electrical circuits. Wire diameter is measured in increments of gauge numbers. The larger the number, the smaller the diameter of the wire. The smaller the number, the larger the diameter of the wire. 1. Starter circuit wiring must be rated at #6 or lower gauge number. 2. Charging circuit wiring must be rated at #16 or lower gauge number. (20 amp system requires #14 or lower gauge number). 3. Magneto circuit wiring (ground circuit) must be rated at #18 or lower gauge number.

Color Codes

Tecumseh Products Company standard wiring color codes effective August, 1992 are as follows: Code Product Yellow - Alternator A.C. Leads Red - Alternator D.C. + Leads Brown - Alternator D.C. - Leads Black - Alternator Ground Leads, Battery Ground Leads Orange - 12 Volt Starter B + Leads Dark Green - Ignition Shut-Off Leads NOTE: Prior to August 1992, wire codes changed according to model and specification numbers.

Ammeters

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

ENGINE

YELLOW

35 Watt A.C.

Before making any exterior tests, check for an inoperative switch, shorted wires and burned out headlight and/or stop tail light. To check out the alternator, check the A.C. lead to ground at each yellow wire (diag. 69).
With engine running, minimum values should read: 2500 R.P.M. - 8.0 Volts A.C. 3000 R.P.M. - 9.5 Volts A.C. 3300 R.P.M. - 10.5 Volts A.C. 3600 R.P.M. - 11.5 Volts A.C. If the above minimum readings are noted, the alternator is okay. Check for defective lights, wiring or switches, if less than the above readings, the alternator is defective. NOTE: ON OLDER POINT IGNITION SYSTEMS, THE A.C. OUTPUT LEADS ARE BLACK AND RED.
YELLOW GREEN IGNITION STOP YELLOW
1 Amp (18 Watt) Add-on Alternator
CHECKING THE SYSTEM: To check the system, disconnect the plug from the rest of the lighting system. Connect a No. 4414, 18 watt bulb in line with each terminal in the plug. Start the engine and test the circuit using a voltmeter as shown (diag. 70). With the engine running the minimum A.C. voltage values across the bulb should be: 2000 R.P.M. - 8.0 Volts A.C. 3000 R.P.M. - 10.5 Volts A.C. 3600 R.P.M. - 12.0 Volts A.C. If minimum values are noted, the alternator is okay. If the minimum values are not noted, the alternator or A.C. connector is defective.
2.5 Amp D.C., 35 Watt Lighting
If output is below standard listed, pull back protective coating in front of the diode and check A.C. output. If A.C. is good check each diode it services as required (diag. 71). D.C. value (+) or (-); check both sides of A.C. outputs. R.P.M. D.C. Volts 2500 - 8.0 Volts D.C. 3000 - 9.5 Volts D.C. 3300 - 10.5 Volts D.C. 3600 - 11.5 Volts D.C. R.P.M. Volts A.C. 2500 - 18 Volts A.C. 3000 - 22 Volts A.C. 3600 - 26 Volts A.C.

TWO DIODES RED

D.C. NEGATIVE OUTPUT LEAD (BROWN D.C.)
D.C. POSITIVE OUTPUT LEAD (RED D.C.)
NOTE: These minimum numbers should be obtained by your meter and will often be higher.
2 and 3 Amp DC Alternator System - Diode in Harness Models: H30-35, HS40, H50-60, HH50-60, HM70-80-100, HMSK, HHM80, HSK, HSSK, Rotary Mower Engines
This system has a diode included in the red wire which converts the alternating current (A.C.) to direct current. The direct current (D.C.) is used to provide a trickle charge for the battery. The leads from the alternator and the type of connector may vary, but the output readings will be the same. CHECKING THE SYSTEM: Remove the fuse (if equipped) from the fuse holder and check the fuse to make certain it is good. If faulty, replace with a six (6) AMP fuse. To check D.C. output, separate the connectors at the engine. Place the probe (+) in the red wire lead connector. Ground the other probe to the engine (diag. 72). With the engine running the minimum values should read: 2500 R.P.M. - 8.0 Volts D.C. 3000 R.P.M. - 9.5 Volts D.C. 3300 R.P.M. -10.5 Volts D.C. 3600 R.P.M. -11.5 Volts D.C. If these minimum readings are noted, the system is okay. Check for bad battery, ammeter, wiring, etc. (Continued on Next Page)

Red GROUND PROBE (+)

DIODE PROBE (+) Green
If less than the above readings, proceed in making an A.C. output check by pulling back the protective coating from the fuse holder and diode. Using an A.C. voltmeter, check voltage from a point between the engine and the diode as shown in the diagram (diag. 73). With the engine running the minimum values should read: 2500 R.P.M. - 18.0 Volts A.C. 3000 R.P.M. - 22.0 Volts A.C. 3300 R.P.M. - 24.0 Volts A.C. 3600 R.P.M. - 26.0 Volts A.C. If low or no voltage is experienced, replace the alternator. If the alternator puts out the minimum A.C. voltage, replace the diode.
3 Amp D.C. Alternator System - Rectifier Panel
This 3 amp system is readily identified by the rectifier panel in the circuit. The panel includes two diodes and a fuse for overload protection. The rectifier panel does not regulate the output of this system. CHECKING THE SYSTEM: Check the fuse to determine if it is good. A continuity light or ohmmeter can detect a faulty fuse. Replace with a six (6) amp fuse if necessary. Determine if the diodes are functioning properly. A continuity light may be used to check diodes (diag. 74). When replacing the diode in the rectifier panel, locate the undercut on one end of the diode and match it to the detent on terminal clip of the rectifier panel. Test the D.C. output of the rectifier panel as follows: Disconnect the battery lead from the terminal of the rectifier panel. Use a D.C. voltmeter probe on the + battery terminal (diag. 75). Connect negative lead to engine ground.
Minimum values should read: 2500 R.P.M. - 12.0 Volts D.C. 3000 R.P.M. - 14.0 Volts D.C. 3300 R.P.M. - 16.0 Volts D.C. 3600 R.P.M. - 18.0 Volts D.C. If these minimum readings are noted, the system is okay. Check for bad battery, ammeter, wiring, etc. If reading is less, proceed to make an A.C. output check. With the battery lead disconnected from rectifier panel, probe the A.C. terminals with the voltmeter on the A.C. scale (diag. 76).

D.C. VOLTMETER Yellow

FUSE PROBE + TO ENGINE GROUND

(Continued on Next Page)

Minimum values should read: 2500 R.P.M. - 24.0 Volts A.C. 3000 R.P.M. - 29.0 Volts A.C. 3300 R.P.M. - 32.0 Volts A.C. 3600 R.P.M. - 35.0 Volts A.C. If less than above output, generating coil assembly is defective. NOTE: If there is no regulator in this system. The total output of the two diodes is three (3) AMPS. If the battery is overcharging (boiling and bubbling), reduce the D.C. input by one-half by removing one of the diodes.

Peerless Torque Chart

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

NOTE: On all units containing two jam nuts securing brake lever, hold bottom nut and torque top nut to 100 in. lbs. Differential Bolts 7 ft. lbs. - 9.5 Nm T Drive Bolt 8-11 ft. lbs. - 10.9 - 15.0 Nm T Drive Cover Screw
20-24 in. lbs. - 2.24 - 3.7 Nm

Lubrication Requirement

PEERLESS LUBE CHART
TRANSAXLES Model No. LTH MST200 VST205 and 1800's 2500 Quantity 24 oz./710 ml Oil 30 oz./887 ml Grease 36 oz./1065 ml Grease 36 oz./1065 ml Grease 26 oz./769 ml Grease 18 oz./532 ml Grease 10 oz./296 ml Grease 30 oz./887 ml Grease 30 oz./887 ml Grease 48 oz./1420 ml Oil 32 oz./946 ml Oil Model No. 700H 2800
TRANSMISSIONS Quantity 12 oz./355 ml Grease 12 oz./355 ml Grease
RIGHT ANGLE AND T DRIVES Model No. Quantity All Models Except * 4 oz./118 ml Grease *1408-P91 *1409-P91 *1410-P91 *oz./89 ml Grease *3003 *3028 *3029 *Series 6 oz. / 180 ml Oil oz./473 ml Oil DIFFERENTIALS All Models 3 oz./89 ml Grease TWO SPEED AXLE All Models 2 oz./59 ml Grease THREE SPEED AXLE All Models 2 oz./59 ml Grease NOTICE

44 oz./1301 ml Oil

Grease: Bentonite Grease Part Number 788067B Oil: SAE E.P. 80W90 Oil Part Number 730229A Refer to O.E.M. Mechanics Manual for type of lubricant To be filled through shift lever opening

24 oz./710 ml Oil

Some 1000 Right Angle and T-Drives use Bentonite Grease. Tecumseh's current policy on hydrostatic transaxles with internal failure, is to replace the complete unit. VST and 1800's have two separate reservoirs which can be checked for diagnostic purpose only. The output gear reservoir can be checked with a small pocket rule as outlined in the Motion Drive Systems Book.
8 oz./240 ml Oil 16 oz./473 ml Oil
64 oz./1892 ml Oil 32 oz./946 ml Oil
Refer to Motion Drive Systems Book, 691218.
TECUMSEH 4-CYCLE LUBRICATION REQUIREMENTS
We often get questions from both customers and dealers regarding the type and brand of oil we recommend. Tecumseh recommends the use of a high quality, brand name petroleum based oil in our engines. Very few air cooled engines have any type of oil filtration system, making regular oil changes critical to remove impurities from the engine and maximize engine life. Consult the operators or repair manual for the oil change interval and viscosity base on equipment operating temperature.

Identification Chart Keys are drawn to full scale.

29410009 Steel

32589 Steel

611191 Steel

8446 Steel

650455 Steel

611054 Steel

610995 Steel

650496 Steel

610951 Steel

610961 Aluminum Alloy

30884 Steel

27902 Aluminum Alloy

611154 Aluminum Alloy

650592 Aluminum Alloy

611004 Aluminum Alloy

611107 Aluminum Alloy

Crankshaft Timing Tabs

611014A Point Ignition
611032 Solid State Ignition
Primer Bulb Identification
Caution must be used when replacing carburetor primer bulbs. Using the wrong primer bulb could cause hard starting and operating problems. Currently, Tecumseh uses five different carburetor mounted bulbs. To avoid problems, use the Master Parts Manual for the correct application. The primer bulbs offered feature two different shapes; derby and stepped (or hourglass).

STEPPED

INTERNALLY VENTED

EXTERNALLY VENTED

DERBY STYLE
INTERNALLY VENTED EXTERNALLY VENTED
The stepped primer bulb is used to force a charge of air into the bowl through the atmospheric vent chamber. The sealing surface (as pictured), prevents air from going back into the air filter while priming.
Foam element on externally vented bulbs are to prevent dirt ingestion. Sealing Surface

Piston Ring Installation

Piston ring orientation: Compression rings may have either an inside chamfer or an outside notch. Inside chamfers always face up towards the top of the piston. Outside notches, which are generally the second compression ring always face down towards the skirt of the piston.
CHAMFER 1ST COMPRESSION RING 2ND COMPRESSION RING 3RD OIL CONTROL RING

EMISSION RINGS

1ST COMPRESSION RING 2ND COMPRESSION RING 3RD OIL CONTROL RING
The following is the two types of ring expanders used by Tecumseh: Top View Side View
This expander is always used behind the second compression ring.
This expander is always used behind the oil control ring.
Quick Reference for Dipsticks
SCREW-IN DIPSTICK FEMALE THRD, PLASTIC TUBE SERVICE NO. ID NO. or (OBS) use 35706 (OBS) 96 or (OBS) use LARGE SCREW-IN DIPSTICK MALE THRD, METAL TUBE SERVICE NO. ID NO. 30272 (OBS) (OBS) 25 31569A (OBS) (OBS) (OBS) (OBS) (OBS) (OBS) (OBS) use 33760 (OBS) (OBS) (OBS) (OBS) 84 LARGE TWIST-LOCK SERVICE NO. 33894A 33950A (OBS) 33984A 34011A 34048 (OBS) 34053A (OBS) 34122A 34178A 34313 (OBS) 34319 (OBS) 34763 (OBS) 35347 ID NO. 90 or 99 102

4 Cycle Quick Reference for Spec. Numbers-To-Model Designation
HORIZONTAL 4-CYCLE ENGINES
15000 - H- H- OHH- H- HSK- H & HT- HSK- HXL- H- HS & HSSK- HSK- H- H- HSSK- H- HSK- HS & HSSK- OHH- OHSK- OHH- OHSK- OHH- OHSK- OHH- OHSK- OHSK- H- HSK- HH- HH- HH- HH- HH- HH- H- HSK- HM & HMSK- HMXL- HH- ECH- H & HM- HMSK- HM- HM & HMSK- HM- HMSK- HM & HMSK- HMSK224600 - HMSK110 - HH & OH140 - HH150 & 160 - OH160 - OH120 - OH180 - HHM80 - OHM120 - OHSK110 - OHSK120 - OHSK90 - OHSK110 - OHSK120 - OHSK125 - OHSK130 - OHM120
VERTICAL 4-CYCLE ENGINES 10000 - TNT- TNT- LAV25, OVRM- OVRM- OVRM- OVRM- OVRM- LAV- TVS- LAV- OVRM905 (SearsOnly) 42600 - OVRM40, OVRM45 (PremierEngine) 42900 - OVRM40 (HighTechLook) 43000 - TVS- TVS90 (PremierEngine) 43700 - TVS90, TVXL- TVS90 (HighTechLook) 44000 - TVS- TVS100 (PremierEngine) 44800 - TVS- TVS90, TVXL- TVS- TVS- V- LAV- OVRM50, OVRM55 (PremierEngine) 52800 - OVRM50, OVRM- OVRM50, OVRM55 (HighTechLook) 53000 - TVS- TVS105 (PremierEngine) 53800 - TVS- TVS105 (HighTechLook) 54000 - TVXL- TVS105, TVS & TVXL- TVS105, TVS115 (PremierEngine) 56800 - TVS- TVS105, TVS115 (HighTechLook) 57000 - TVS & TVXL- TVS115 (PremierEngine) 57800 - TVS- TVS115 (HighTechLook) 60000 - V50, TVM- TVS & TVXL- TVS & TVXL- TVS- TVS- LAV- LAV50 & TVS- TVS- TVS120, TVEM- TVS120 (PremierEngine) 63900 - TVS120 (HighTechLook) 66000 - TVS- TVS- V60, TVM- VH- VH- VH- V- VM70, TVM- TVXL- VH- ECV- ECV- VH- VH- V & VM80, TVM- TVM & TVXL- TVM- ECV110, TVM- TVM- ECV- VM100, TVM- TVM & TVXL- TVM- OVM- OVXL120, OVXL- OVXL120 (I/C) 202300 - OHV11, OHV- OVXL- OHV- OVXL125 (I/C) 202700 - OHV12, OVXL120 (Tec.1200) 203000 - OHV125, OVXL125 (Tec1250) 203200 - OHV- OVXL125 (Tec.1250I/C), OHV13/- OHV14/- OHV- OHV15/- OHV16/- OHV- OHV- OHV17/- OHV- OHV- OHV- OHV- OHV- OHV- OHV- LEV- LEV- VSK- LEV- LEV- LEV- LEV- LEV- LEV- VSK- VLV- ULT, VLV B24, VLXL50, & VLV- ULT, VLV, VLXL55, & VLV- ULT, VLV60, VLV65, & VLV- VLV65, VLV- TVT691
Metric Conversions Factors (approximate)
Conversions TO Metric Measures
LENGTH Symbol in. in. ft. yd. mi. oz. lb. tsp. Tbsp. fl. oz. c pt. qt. gal. in in./lbs. ft./lbs. F When You Know inches inches feet yards miles ounces pounds teaspoons tablespoons fluid ounces cups pints quarts gallons cubic inch inch/pounds foot/pounds Fahrenheit Temp. Multiply By 25.4 2.0.9 1.0.0.24 0.47 0.95 3.8 16.39.113 1.36 subtract 32 then x.555 To Find millimeters centimeters centimeters meters kilometers grams kilograms milliliters milliliters milliliters liters liters liters liters cubic centimeters Newton meters Newton meters Celsius Symbol mm cm cm m km g kg ml ml ml l l l l cc Nm Nm C

MASS (weight) VOLUME

TORQUE