3/32" (2.38 mm) HOOK END

LONG END OF CLIP

CLIP OPEN END OF CLIP THROTTLE END

CHOKE END

POINTS TOWARD THE CHOKE END
8. Remove all welch plugs if cleaning the carburetor. Secure the carburetor in a vise equipped with protective jaws. Use a small chisel sharpened to a 1/8" (3.175 mm) wide wedge point. Drive the chisel into the plug to pierce the metal, then push down on the chisel to pry the plug out of the hole (diag. 32).
SMALL CHISEL PIERCE PLUG WITH TIP WELCH PLUG TO BE REMOVED ABOUT 1/8" (3.175 mm) WIDE
PRY OUT PLUG DO NOT ALLOW CHISEL POINT TO STRIKE CARBURETOR BODY OR CHANNEL REDUCER
NOTE: DO NOT REMOVE ANY BALL OR CUP PLUGS (diag. 33).
9. Note the direction of the inlet fitting. If necessary the inlet fitting can be removed. (See page 24).

SMALL CHISEL

DO NOT REMOVE PLUGS
10. The main nozzle on Series 8 and Series 9 carburetors can be removed by pressing the tube outward from the venturi thru the center leg. This nozzle is nonmetallic and has an "O" ring seal on the top and bottom end of the tube. Do not remove a main nozzle that is made of brass from any Tecumseh carburetor. These are pressed in at the factory to a specific depth. When removing the nozzle, the top "O" ring may not come out with the tube. The "O" ring must be removed and placed on the nozzle before it is placed back into the center leg or it will not seal properly. (diag. 34)

BRASS OR BALL PLUG

BALL PLUG IDLE FUEL PASSAGE REDUCTION ROD INSIDE
The main nozzle on some Walbro carburetors are removable for service. If you remove it, a service nozzle with the under cut fuel passage must be installed or problems will occur (diag. 35).
NOT USED ON SERIES 7 OR VECTOR CARBS.
"O" RING ON TOP OF STEP (IN GROOVE)
"O" RING IN GROOVE

"O" RING

SERVICE MAIN NOZZLE REUSABLE

UNDERCUT ANNULAR GROVE

ORIGINAL MAIN NOZZLE DO NOT REUSE

Diaphragm Carburetors

1. Remove the screws holding the diaphragm cover on. 2. Remove the cover, gaskets, and diaphragm noting or marking the sequence or location to aid in reassembly. NOTE: If a "F" designation on the choke end of the carburetor is present, place the diaphragm on first, then the gasket and cover. If no "F" is present, the gasket goes first. 3. Note or mark the high and low mixture adjustment screws. Remove the screw assemblies. 4. Note or mark the action of the choke and throttle shutters and the hook points of the choke or throttle return spring or seal retainer springs located on the top of the choke or throttle shaft. Remove the throttle shutter, throttle shaft, choke shutter, springs and choke shaft by removing the screw or screws that attach the throttle or choke shutter to the shaft inside the air horn. 5. Use a 9/32" (7.144 mm) thin wall socket to unscrew and remove the inlet needle and seat assembly (diag. 36). 6. Note and mark the direction of the inlet fitting. If necessary the inlet fitting can be removed by pulling with a pliers or vise. Some diaphragm carburetors have a strainer as an integral part of the fuel fitting. If the strainer is lacquered or cannot be cleaned, the fitting must be replaced. 7. Remove all welch plugs if cleaning the carburetor. Secure the carburetor in a vise equipped with protective jaws. Use a small chisel sharpened to a 1/8" (3.175 mm) wide wedge point. Drive the chisel into the plug to pierce the metal, then push down on the chisel to pry the plug out of the hole. NOTE: DO NOT REMOVE ANY BALL OR CUP PLUGS.

FLOAT DRIVE IN UNTIL SEAT RESTS ON BODY SHOULDER RETAINER NUT "O" RING BRASS WASHER SPRING TORQUE NUT TO 50 IN. LBS. (5.65 Nm) HIGH SPEED ADJUSTMENT SCREW
5/32" FLAT PUNCH SEAT
INLET NEEDLE SEATS AT THIS POINT

INSERT THIS FACE FIRST

WASHER INLET SEAT INLET NEEDLE FLOAT SPRING HINGE PIN
4. Install the hinge pin from the opposite hinge leg. The bowl gasket must be positioned over the end of the spring (diag. 51). 5. Set the proper float height. See Float Adjusting Procedure in this chapter. Diaphragm Assembly The rivet head on the diaphragm must always face toward the inlet needle valve. On carburetors with an F cast into the carburetor flange as illustrated, the diaphragm goes next to the carburetor body. Other diaphragm carburetors have the gasket located between the diaphragm and carburetor body. Install the cover retaining screws and tighten (diag. 52). Fuel Bowl And Bowl Nut Whenever a carburetor bowl is removed for service, the fuel bowl O ring must be replaced. For easier installation, lubricate the O ring with a small amount oil. Install the float bowl by placing the detent portion opposite of the hinge pin. Make sure the deepest end of the bowl is opposite of the inlet needle. The bowl has a small dimple located in the deepest part. The purpose of this dimple is to minimize the chances of the float sticking to the bottom of the bowl caused by stale fuel (diag. 53). On some fixed jet (non-adjustable) and adjustable carburetors, a fibered washer is required between the carburetor bowl and the bowl retaining nut. Occasionally, on engines equipped with the dual system carburetor, some rich starting conditions have occurred when the engine is warm. This condition can be corrected by inserting a non-metallic spacer in the center leg of the carburetor, as shown (part # 632158). This spacer is designed to reduce the amount of prime charge in the main nozzle area for better starting under warm engine conditions. It can only be used on Dual System carburetors and does not lean out the carburetor mixture. (diag. 54) This spacer must be reinstalled if originally equipped in the carburetor. Impulse Fuel Pump The diaphragms must be installed against the center body with the gaskets against the outside covers. The parts are designed so they cannot be misassembled without damage (diag. 54). To test the unit, assemble the carburetor to the engine, leaving the fuel line from the pump off. Use a different fuel tank remotely placed above the carburetor to provide gravity fuel flow to the carburetor inlet to run the engine while testing the pump. Make sure fuel is available in both fuel tanks and that the original fuel tank's fuel line is connected to the fuel pump inlet. Place the pump outlet line in a proper draining receptacle. With the pulse line connected from the engine crankcase to the pump and the engine running, a definite fuel flow should result at the pump outlet. If the flow is erratic or intermittent, the pump needs repair or replacement.

After the cylinder cover is removed from the engine, the governor spool, gear, or governor shaft can be removed. On older style governor assemblies, the retaining ring must be removed to allow the spool or gear to slide off the shaft. Newer style governor shafts (3 - 6.75 model engines) use an upset to hold the governor spool on. If the gear requires replacement, the governor shaft will have to be removed.
Governor Spool Replacement With Upset Style Governor Shaft
The spool can be replaced without removing the governor shaft. Grip the original spool in a vise and use a twisting and pulling motion on the flange until the spool is free. Install the new spool by starting it on the shaft and then turning the flange over. This will allow the weights to hang in the proper position. Place the spool on a solid surface and push on the flange until the spool seats. The governor weights must be in position under the spool after installation. (diag. 9)
Governor Gear or Shaft Replacement, Upset Style Governor Shaft
1. Grip the original spool in a vise and use a twisting and pulling motion on the flange until the spool is free. 2. Clamp the shaft in a vise and pound gently on the flange with a wooden or plastic mallet to remove the shaft. NOTE: DO NOT TWIST THE SHAFT WHEN REMOVING. THE SHAFT BOSS MAY BECOME ENLARGED, LEAVING THE NEW GOVERNOR SHAFT LOOSE AND CAUSING SEVERE DAMAGE. 3. To install a new shaft, first assemble the gear and washer on the shaft. Start the shaft into the hole with a few taps from a soft faced hammer. 4. Place the flange in a press with a solid piece supporting the area below the shaft boss. Press the shaft in until a shim, part # 670297 just becomes snug [.010 -.020 (.254 -.508 mm) clearance]. 9
GEAR SHIM WASHER SHAFT BOSS

670297 (modified)

Governor Shaft Replacement, Retaining Ring Style
1. Remove the retaining ring, spool, gear assembly, and washers. 2. Clamp the shaft in a vise and pound gently on the flange with a wooden or plastic mallet to remove the shaft. NOTE: DO NOT TWIST THE SHAFT WHEN REMOVING. THE SHAFT BOSS MAY BECOME ENLARGED AND THE NEW GOVERNOR SHAFT WILL BE LOOSE AND MOVE. 3. Start the new shaft into the shaft boss by tapping with a soft faced hammer. 4. Refer to the chart at right for the proper shaft exposed length. Add a drop of red Loctite 271 and press the governor shaft to the proper depth using a press or a vise. Wipe the extra Loctite off after installation (diag. 11). 5. Reassemble the governor and install the retaining ring. 28

ENGINE MODEL

ECH90 ECV100 H 30, 35 HS 40, 50 LAV 35 LEV (all) OHH (all) OVRM (all) TNT 100, 120 TVS (all) TVM (all) V 50, 60, 70 VH 50, 60, 70 HH 100, 120 VH 100 H 50, 60, 70 HH 60, 70 HHM80 HM 70, 80, 100

5. 6. 7.

Assembly
1. If replacing the starter rope, see Step 8. Extreme caution should be used when working with springs. Always where appropriate safety equipment. 2. Install a new recoil spring if necessary by pushing the new spring out of the holder into the pulley cavity while aligning the outside spring hook into the deep notch in the pulley. Push the spring cover in until seated. 3. Apply a small amount of lithium grease to the inner bore of the center shaft. 4. 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 dog. 5. Pinch the two legs of the plastic retainer together and start into the center shaft hole. 6. Rotate the retainer so the two tabs on the bottom of the part fit between the dog and pulley hub (left side of the dog). Push the retainer in until the leg prongs pop out of the center shaft. 7. Turn the starter over and snap the locking tab between the retainer legs, replace the top decal. NOTE: Refer to Service Bulletin 122 for steel locking clip. 8. Wind the starter pulley counterclockwise four or five turns to pre-load the recoil spring and thread the rope through the starter housing eyelet. Pull enough rope through to tie a temporary knot in the rope. Reattach the starter handle to the rope using a left-hand knot. Untie the temporary knot and allow the rope to recoil.
STARTER PULLEY SPRING & COVER
RETAINING WEDGE (STEEL CLIP - NEW STYLE)

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.
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. Place the rewind spring and keeper assembly into the pulley. Turn the pulley to lock into position. A light coating of non-freeze grease should be applied on the spring.
2. Place the pulley assembly into the starter housing. 3. 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. 4. Replace the retainer cup (cam dog on snow proof starter) and retainer screw. Tighten to 65 - 75 in. lbs. Older models that use a 10 - 32 retainer screw can be replaced with a larger 12 - 28 screw (part # 590409A). Re-drill the screw hole using a 13/64" (4.35 mm) drill bit. The center screw torque on cast aluminum starters is 115 to 135 in. lbs (13 - 15 Nm) (diag. 11 & 12). 5. Add-on alternator starters must have the center tubular rivet replaced each time the tubular rivet is removed. The tubular rivet should be pressed to a depth of 1/4" (3.175 mm) from the top of the starter housing. Skip this step if not applicable. 6. 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 the end of the rope to secure the handle. 7. If a centering pin is used, be sure to align with the crankshaft (bottom pin in center screw hole). Install nylon sleeve 1/8" (3.175 mm) onto pin. Position nylon sleeve in aligning recess in the crankshaft. START two mounting screws in blower housing 90o apart. With sleeve centered in crankshaft, gently push the starter in place, tighten the two mounting screws, insert and tighten the other two screws.

SPRING & KEEPER ASSY.

BRAKE SPRING RETAINER

DOG SPRNG RETAINER SCREW CENTER PIN
VERTICAL PULL STARTER HORIZONTAL ENGAGEMENT TYPE Disassembly Procedure
1. Remove the handle and relieve the starter spring tension by allowing the rope to slip past the rope clip. 2. Remove the spring cover by carefully removing the two small screws. Carefully take out the spring. 3. Remove the center hub screw and the spring hub. 4. Lift off the gear and pulley assembly. Disassemble the pulley assembly by removing the snap ring and washer (diag. 13). 5. Remove the starter rope if necessary. Replace all 13 39
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 SC SH RIN KE ING ER G T R EW

HANDLE ROPE CLIP

worn or damaged parts.
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.
RECEPTACLE FOR RAISED SECTION
MOUNTING BRACKET TAB MUST FIT INTO SPRING LOOP

RAISED SPOT ROPE CLIP

"V"ROPE WEDGE

* USED ON SOME MODELS
CHAPTER 6 ELECTRICAL SYSTEMS
The electrical system consists of three main elements: a battery, a starting circuit, and a charging circuit. The battery is part of both the starting and charging circuit. The battery should be checked before going into any extensive starter or charging system checks. If a battery has a shorted cell, overcharging can result, and the regulator or rectifier may appear to be at fault. If a cell has an open or high resistance connection, the electric starter operation will be affected. The power source used to provide the energy to turn an electric starter motor on Tecumseh engines is either 120 volt A.C. current or 12 volt D.C. An A.C. starter circuit utilizes a 120 volt power source instead of a battery. The 12 volt battery models require a charging system to maintain proper battery charge. The starting circuit includes the battery, battery cables, starter or ignition switch, safety switches, and an electric starter motor. The charging system consists of alternator charge coils, rectifiers or diodes, regulator, ignition switch, flywheel magnets, and a battery. All engines that have a charging system will use a combination of some or all of these features.
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

ROTATION OF FLYWHEEL
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).
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).

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
A.C. INPUT - VOLTAGE - 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

- VOLTAGE

A.C. INPUT

COMPONENTS BATTERY

+ VOLTAGE (D.C.)

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.

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. 43

#4414 BULB

ENGINE

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. 13). With the engine running, minimum A.C. voltage values across the bulb should be: 2000 R.P.M. - 8.0 Volts A.C. 3000 R.P.M. - 10.5 Volts A.C. 3600 R.P.M. - 12.0 Volts A.C. If minimum values are noted, the alternator is okay. If the minimum values are not noted, the alternator or A.C. connector is defective. See Chapter 9 for "Disassembly Procedure".

#4414 BULB YELLOW

D.C. Charging Adaptor
Rectifier Bridge Check With Ohmmeter for D.C. Adaptor

OUTPUT LEADS

The following tests should be performed without the engine running to determine the condition of the D.C. adaptor. Continuity should exist during one of the two following tests. No continuity should exist while performing the opposite test. If continuity exists during both tests, or if no continuity exists during both tests, the D.C. adaptor is defective. TEST NO. 1 - Connect negative probe of meter to red output lead. Connect positive probe of meter to both A.C. terminals and black output lead (diag. 14).

BLACK RED

A.C. TERMINALS #4414 BULB
(continued on top of next page)
TEST NO. 2 - Connect the positive probe of meter to red output lead. Connect the negative probe of meter to both A.C. terminals and black output lead. Connect the negative probe of meter to black output lead. Connect the positive probe of meter to both A.C. terminals and red output lead. If the D.C. adaptor is not defective and a known good battery fails to hold a charge, then perform an A.C. output voltage test. NOTE: PRIOR TO AUGUST 1992, THE BLACK WIRE WAS BROWN. CHECKING THE SYSTEM: To check the system, disconnect the D.C. adaptor from the add-on alternator. Connect a No. 4414, 18 watt bulb in line with each terminal in the alternator. Start engine and test circuit using an A.C. voltmeter as shown (diag 14). With the engine running, minimum A.C. voltage values across the bulb should be: 2000 R.P.M. - 8.0 Volts A.C. 3000 R.P.M. - 10.5 Volts A.C. 3600 R.P.M. - 12.0 Volts A.C. If the minimum values are noted, alternator is okay. If the minimum values are not noted, the alternator or A.C. connector is defective.
2.5 Amp D.C., 35 Watt Lighting
To check this system follow the meter hook ups at the right, checking the D.C. negative and D.C. positive first. 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 requested see parts list. (diag. 15) D.C. value (+) or (-) check. A.C. outputs both sides. R.P.M. D.C. Volts 8.0 Volts D.C. 9.5 Volts D.C. 10.5 Volts D.C. 11.5 Volts D.C. R.P.M. 3600 Volts A.C. 18 Volts A.C. 22 Volts A.C. 26 Volts A.C. A.C. D.C.

1.844 2.5000 2.5010 0.035.004.008.035.045.2807.2817.005.027.8610.8615.9985.9990.8735.8740.4975.4980.8620.8625 2.4952 2.4960.002.005.0005.0035.0040.0058.007.017 1.0005 1.0010.8755.8760
46.838 63.5 63.525.889.102.203.889 1.143 7.130 7.155.127.686 21.869 21.882 25.362 25.375 22.187 22.200 12.637 12.649 21.895 21.908 63.378 63.398.051.127.013.089.102.147.178.432 25.413 25.425 22.238 22.250
1.844 2.5000 2.5010 0.065.004.008.035.045.2807.2817.005.027.8610.8615.8735.8740.8735.8740.4975.4980.8620.8625 2.4952 2.4960.002.005.0005.0035.0040.0058.007.017.8755.8760.8755.8760
46.836 63.5 63.525 1.651.102.203.889 1.143 7.130 7.155.127.686 21.869 21.882 22.187 22.200 22.187 22.200 12.637 12.649 21.895 21.908 63.378 63.398.051.127.013.089.102.147.178.432 22.238 22.250 22.238 22.250
1.938 2.5000 2.5010 0.035.004.008.035.045.2807.2817.005.027.9995 1.0000.9985.9990.9985.9990.4975.4980 1.0005 1.0010 2.4952 2.4960.002.005.0005.0035.0040.0058.007.017 1.0005 1.0010 1.0005 1.0010
49.225 63.5 63.525.889.102.203.889 1.143 7.130 7.155.127.686 25.387 25.400 25.362 25.375 25.362 25.375 12.637 12.649 25.413 25.425 63.378 63.398.051.127.013.089.102.147.178.432 25.413 25.425 25.413 25.425
1.844 2.6250 2.6260 0.035.004.008.035.045.2807.2817.005.027.8610.8615.8735.8740.8735.8740.4975.4980.8620.8625 2.6202 2.6210.002.005.001.004.0040.0058.007.017.8755.8760.8755.8760
46.838 66.675 66.700.889.102.203.889 1.143 7.130 7.155.127.686 21.869 21.882 22.187 22.200 22.187 22.200 12.637 12.649 21.895 21.908 66.553 66.573.051.127.025.102.102.147.178.432 22.238 22.250 22.238 22.250
Bore Timing Dim. B.T.D.C. 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. Piston Diameter Bottom Of Skirt Ring Groove Side Clearance 1st & 2nd Comp. Ring Groove Side Clearance Bottom Oil Piston Skirt Clearance Ring End Gap Cylinder Main Brg. Cylinder Cover/Flange Main Bearing Diameter
* Check to detemine bore size Notes: (A) VM & HM80 - Displacement 19.41 (318 cc) (B) VM & HM80 - Bore 3-1/8"(79.375 mm) (C) VM & HM80 Piston Dia. 3.1195/3.1205 (79.235/79.261 mm) (D) VH50, 60.0015/.0055 (.038/.140mm) (E) VH70.0038/.0073 (.097/.185 mm) (F) VH, HH50-70 Models.003/.031 (.762/.787 mm)

T V S 120 J & later HS50 H & later HSSK N & later U.S. 11.9 1.938 2.795 2.796.004.008.035.045.2807.2817.005.027.9995 1.000.9985.9990.9985.9990.4975.4980 1.0005 1.0010 2.790 2.791 Metric mm 195.04 49.23 70.993 71.018.102.203.889 1.143 7.130 7.155.127.686 25.387 25.400 25.362 25.375 25.362 25.375 12.637 12.649 25.413 25.425 70.866 70.891
LAV50, TVS120, HS50 G & earlier VH50, TVM125, H50, HSSK50 M & earlier H H 50 U.S. 12.04 1.938 2.812 2.813.004.008.035.045.2807.2817.005.027.9995 1.000.9985.9990.9985.9990.4975.4980 1.0005 1.0010 2.8072 2.8080 Metric mm 197.34 49.23 71.425 71.450.102.203.889 1.143 7.130 7.155.127.686 25.387 25.400 25.362 25.375 25.362 25.375 12.637 12.649 25.413 25.425 71.303 71.323 U.S. 12.18 2.250 2.625 2.626.008.012.042.052.3432.3442.005.027 1.0615 1.0620.9985.9990.9985.9990.6230.6235 1.0630 1.0635 2.6212 2.6220 Note (D).002.005 Metric mm 199.63 57.15 66.675 66.700.203.305 1.067 1.321 8.717 8.743.127.686 26.962 26.975 25.362 25.375 25.362 25.375 15.824 15.837 27.000 27.013 66.578 66.599
11.44 1.844 2.812 2.813.004.008.035.045.2807.2817.005.027.8610.8615.9985.9990.8735.8740.4975.4980.8620.8625 2.8072 2.8080
.0030.0048.010.020 1.0005 1.0010 1.0005 1.0010
.076.122.254.508 25.413 25.425 25.413 25.425
SPECIFICATIONS U.S. Displacement (in) (cc) Stroke 7.75
L E V 80 Metric mm 127.02 46.838 58.750
L E V 100 U.S. 9.98 1.844 2.625 2.626.004.008.066.086 N/A.127.686.005.027.127.686 Metric mm 163.57 46.838 66.675 66.700.102.203 1.676 2.184
LEV115 U.S. 11.32 1.844 2.795 2.796.004.008.066.086 N/A.005.027.127.686 Metric mm 185.53 46.838 70.993 71.018.102.203 1.676 2.184 U.S.
L E V 120 Metric mm 195.04 49.23 70.993 71.018.102.203 1.676 2.184
11.90 1.938 2.795 2.796.004.008.066.086 N/A.005.027

1.844 2.313

.004.008.035.045 N/A.005.027

.102.203.889 1.143

.127.686
.9995 1.000.9985.9990.9985.9990.4975.4980 1.0005 1.0010
25.837 25.400 25.362 25.375 25.362 25.375 12.637 12.649 25.413 25.425

2.309 2.310

58.649 58.674

2.620 2.622

66.548 66.599

2.790 2.792

70.866 70.917

OIL SEAL DRIVER

FLYWHEEL KNOCK-OFF TOOL
No. 670272 - Oil Seal Driver. Used with all oil seal protector-drivers to drive the seal into position. OIL SEAL PROTECTOR / INSTALLER Consult the specification chart or measure the shaft diameter to determine the correct tool. 670260 - Seal Protector PTO & Magneto w/dia. of 1.187-1.875 HH80-120, VH80-120, OH120-180, VM70-100, HM- Seal Protector PTO & Magneto w/dia. of.811-.815 External ignition lightweight engines 670262 - Seal Protector PTO & Magneto w/dia. of.749-.750 Standard ignition lightweight engines 670308 - Seal Adaptor PTO & Magneto on HM70-100, TVM170-220, OVM120, TVXL195-220, HMSK100, w/shaft dia. of 1.3745"1.3750" 670309 - Seal Protector PTO & Magneto on HM70-100, TVM170-220, OVM120, TVXL195-220, HMSK100, w/shaft dia. of 1.3745"1.3750" 670310 - Seal Protector / Installer PTO & Magneto on HM70-100, TVM170-220, OVM120, TVXL195-220, HMSK100, w/shaft dia. of 1.3745"1.3750" 670263 - Seal Protector Driver Oil seal on extended camshaft medium frame engines w/dia. of.6248-.6253 Extended 5/8" camshaft medium frame engines 670264 - Seal Protector Driver Oil seal on 1/2" extended camshaft small frame engines w/dia. of.4998-.- Seal Driver Used with all oil seal installers 670277 - Seal Protector Oil seal on 8-1/2:1 1/2 shaft on light weight vertical crankshaft engines 670292 - Seal Protector and Installer Assy. Includes 670265, 670266, & 670267 (I.D. 1.002", 1.052" and 1.050") for V70, VM70-100, H70, HM70-100, V50-70, H50-70, HS40-50, LAV40-50, TVS105-120, TNT- Seal Protector and Installer Assy. Includes 670268 & 670269 (I.D.875" and.935") H30-35, LAV30-35, TNT100, TVS75-90, ECV90-- Seal Protector and Installer Assy. Includes 670273 & 670274 (I.D.680" and 1.005") AH520 & AH600 with one piece oil seal 670330 - Seal Protector / Installer OHV13.5-17 w/ 1-1/2 extended camshaft 670335 - Seal Protector / Installer HM70-100 PTO & Magneto w/dia. of 1.1870-1.- Seal Installer - Adpator HM70-100 w/ 1-1/8 crankshaft 670337 - Seal Installer for Ball Bearing PTO OHH engines, use w/ tool 670265

143.943528 143.943530 143.943532 143.943800 143.943802 143.943804 143.943806 143.943808 143.943810 143.943812 143.943814 143.943816 143.943818 143.943820 143.943830 143.943832 143.943834 143.943838 143.943842 143.943844 143.944000 143.944002 143.944004 143.944006 143.944008 143.944010 143.944012 143.944014 143.944016 143.944018 143.944022 143.944024 143.944026 143.944028 143.944030 143.944032 143.944034 143.944036 143.944500 143.944502 143.944504 143.944506 143.945000 143.945001 143.945002 143.945003 143.945004 143.945006 143.945010 143.945012 143.945014 143.945016 143.945016 143.945018 143.945020 TVS90-43299K TVS90-43514K TVS90-43700K TVS100-44048F TVS100-44036F TVS90-46030A TVS90-46031A TVS90-46032A TVS100-44043F TVS90-46035A TVS90-46036A TVS90-46037A TVS100-44038F TVS100-44029F TVS100-44046F TVS100-44030F TVS100-44031F TVS100-44033F TVS100-44045F TVS100-44032F TVS105-53163L TVS115-56032B TVS115-56031B TVS115-56033B TVS105-53912L TVS115-56012B TVS115-56010B TVS115-56036B TVS115-56037B TVS115-56016B TVS115-56043B TVS115-56042B TVS105-53913L TVS115-56044B TVS115-56046B TVS115-56912B TVS115-56047B TVS115-56048B TVS115-57020B TVS115-57023B TVS115-57028B TVS115-57030B TVM125-60254P HSSK50-67338M TVS115-61901A HS50-67163H TVS115-61021A TVS115-61022A TVS115-61906A TVS115-61016A TVS115-61002A TVS115-61024A TVS115-61024A TVS115-61026A TVS115-61027A
143.945300 143.945300 143.945302 143.945502 143.945502 143.945504 143.945506 143.945508 143.945510 143.946001 143.946003 143.946005 143.946007 143.948000 143.948001 143.948001 143.948003 143.948005 143.948007 143.948009 143.951000 143.951001 143.951002 143.951003 143.951004 143.951005 143.951006 143.951008 143.951010 143.953001 143.953003 143.953005 143.953007 143.953500 143.953501 143.953502 143.953503 143.953504 143.953505 143.953506 143.953507 143.953508 143.953509 143.953510 143.953511 143.953512 143.953513 143.953514 143.953515 143.953516 143.953800 143.953802 143.953804 143.953806 143.953808 TVS120-63918K TVS120-63918K TVS120-63919K TVS120-63921K TVS120-63921K TVS120-63920K TVS120-63922K TVS120-63923K TVS120-63924K H60-75539U H60-75469U H60-75537U H60-75554U TVXL195-150238C HMSK80-155478S HMSK80-155478S HMSK80-155502S HM80-155487N HM80-155433N HM80-155424N TVM220-157245E HMSK100-159282T TVM220-157206E HM100-159262M TVM220-157215E HM100-159135M TVM220-157205E TVM220-157220E TVM220-157255E H30-35431W H30-35453W H30-35450W H30-35459W TVS90-43576L H35-45595V TVS90-43513L H35-45654W TVS90-43215L H35-45655W TVS90-43515L H35-45671W TVS90-43700L H35-45657V TVS90-43375L H35-45675W TVS90-43512L H35-45674W TVS90-43514L H35-45661W TVS90-43298L TVS90-46036B TVS100-44029G TVS100-44031G TVS100-44036G TVS100-44037G
143.953810 143.953812 143.953814 143.953818 143.953820 143.953822 143.953824 143.954000 143.954002 143.954004 143.954006 143.954010 143.954018 143.954020 143.954022 143.954024 143.954026 143.954500 143.954502 143.954504 143.954506 143.954508 143.954516 143.955000 143.955001 143.955001 143.955002 143.955004 143.955005 143.955006 143.955008 143.955010 143.955016 143.955018 143.955020 143.955022 143.955024 143.955300 143.955500 143.955502 143.955506 143.958000 143.958001 143.958003 143.958005 143.958007 143.959001 143.959003 143.959005 143.961000 143.961001 143.961003 143.961005 143.961007 143.963001 TVS100-44046G TVS100-44038G TVS90-46035B TVS100-44030G TVS100-44033G TVS100-44045G TVS100-44032G TVS115-56033C TVS115-56036C TVS105-53163M TVS105-53913M TVS115-56051C TVS115-56044C TVS115-56912C TVS115-56047C TVS115-56048C TVS115-56046C TVS115-57031C TVS115-57023C TVS115-57032C TVS115-57030C TVS115-57033C TVS115-57028C TVS115-61907B HSSK50-67338N HSSK50-67338N TVS115-61024B TVS115-61032B HS50-67163J TVS115-61906B TVS115-61016B TVS115-61021B TVS115-61037B TVS115-61039B TVS115-61027B TVS115-61026B TVS115-61041B TVS120-63924L TVS120-63920L TVS120-63925L TVS120-63921L TVM195-150238D HMSK80-155535S HM80-155424P HM80-155487P HM80-155544P HM90-156004B HM90-156005B HM90-156006B TVM220-157259E HMSK100-159244U HMSK100-159305U HM100-159309M HM100-159294M H30-35453X

PRESS IN UNTIL SEAT RESTS ON BODY SHOULDER INLET NEEDLE MAKES CONTACT HERE RETAINER NUT "O" RING BRASS WASHER SPRING TORQUE NUT TO 50 IN. LBS. (5.65 Nm) HIGH SPEED ADJUSTMENT SCREW

CARB TOOL #670377 SEAT

INSERT THIS FACE FIRST

LONG END OF CLIP

INLET NEEDLE FLOAT SPRING

HINGE PIN FLOAT

Reinstall the inlet needle and float into the carburetor. The long end of the spring or clip on the inlet needle must point toward the air intake end of the carburetor. If a float dampening spring is used, reassemble using the following steps (diag. 54). 1. Place the float upside down. 2. Position the spring on the float with the long end around and to the back side of the floats center back tang. The ends must point toward the choke end of the carburetor. Hook the inlet needle clip on the inside float tang so the clip end points to the choke end of the carburetor (diag. 54). 3. Place the float, float spring, clip and inlet needle in position between the hinge legs of the carburetor. As the float assembly nears the hinge legs, wind the outside end of the spring so it goes to the outside of the leg (counterclockwise looking from the choke end). 22
4. Install the hinge pin from the opposite hinge leg. The bowl gasket must be positioned over the end of the spring (diag. 55). 5. Set the proper float height. See Float Adjusting Procedure in this chapter. Diaphragm Assembly The rivet head on the diaphragm must always face toward the inlet needle valve. On carburetors with an F cast into the carburetor flange as illustrated, the diaphragm goes next to the carburetor body. Other diaphragm carburetors have the gasket located between the diaphragm and carburetor body. Install the cover retaining screws and tighten (diag. 56). Fuel Bowl And Bowl Nut Whenever a carburetor bowl is removed for service, the fuel bowl O ring must be replaced. For easier installation, lubricate the O ring with a small amount oil. Install the float bowl by placing the detent portion opposite of the hinge pin. Make sure the deepest end of the bowl is opposite of the inlet needle. The bowl has a small dimple located in the deepest part. The purpose of this dimple is to minimize the chances of the float sticking to the bottom of the bowl caused by stale fuel (diag. 57). On some fixed jet (non-adjustable) and adjustable carburetors, a fibered washer is required between the carburetor bowl and the bowl retaining nut. Occasionally, on engines equipped with the dual system carburetor, some rich starting conditions have occurred when the engine is warm. This condition can be corrected by inserting a non-metallic spacer in the center leg of the carburetor, as shown (part # 632158). This spacer is designed to reduce the amount of prime charge in the main nozzle area for better starting under warm engine conditions. It can only be used on Dual System carburetors and does not lean out the carburetor mixture. (diag. 58) This spacer must be reinstalled if originally equipped in the carburetor. Impulse Fuel Pump The diaphragms must be installed against the center body with the gaskets against the outside covers. The parts are designed so they cannot be misassembled without damage (diag. 58). To test the unit, assemble the carburetor to the engine, leaving the fuel line from the pump off. Use a different fuel tank remotely placed above the carburetor to provide gravity fuel flow to the carburetor inlet to run the engine while testing the pump. Make sure fuel is available in both fuel tanks and that the original fuel tank's fuel line is connected to the fuel pump inlet. Place the pump outlet line in a proper draining receptacle. With the pulse line connected from the engine crankcase to the pump and the engine running, a definite fuel flow should result at the pump outlet. If the flow is erratic or intermittent, the pump needs repair or replacement.

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)

Choke Shaft

NOTE: Never reuse choke or throttle shutter screws, always replace with new Tecumseh service screws. Remove the choke shutter screw from the original carburetor and remove the choke shaft. Observe the position of the ends of the choke return spring if one is present. Also observe the position of the cut-out and/or holes in choke shutter. Some chokes turn clockwise and some turn counterclockwise, note the position of the choke shaft prior to removal from the old carburetor. If a choke stop spring is present on the new carburetor and is not used on the old carburetor, cut it off with a side cutter or pull it out using a pliers. Test the action of choke shaft to make sure it moves freely and easily and does not bind in either open or closed position. If binding occurs, loosen the shutter screw; reposition the shutter and tighten the screw. 24

HIGH SPEED ADJUSTMENT TAB BEND AREA.040 -.070 (1.016 - 1.778 mm) GAP LOCATION
GOVERNED IDLE ADJUSTING SCREW
ADJUSTING RPM ON MEDIUM FRAME VERTICAL (up/down speed control)
To adjust the high speed RPM on Medium Frame Vertical engines, move the control lever to the high speed pin position (align high speed pin holes in the speed control bracket). Place the slot on the straight end of tool (number 670326) onto the high speed adjustment tab as pictured. Rotate the bent end of the tool counterclockwise to increase RPM and clockwise to decrease RPM. (diag. 15).
CHOKE ADJUSTING TAB CONTROL LEVER HIGH SPEED PIN POSITION DECREASE INCREASE TOOL 670326

HORIZONTAL SHAFT ENGINES

IDLE SPEED CRACK SCREW IDLE SPEED CRACK SCREW
HIGH SPEED RPM ADJUSTMENT SCREW

HORIZONTAL LIGHTWEIGHT

LIGHTWEIGHT R.V. TYPE

IDLE SPEED CRACK SCREW

SMALL FRAME

HORIZONTAL MEDIUM FRAME

CONSTANT SPEED APPLICATIONS
HORIZONTAL SHAFT ENGINES (CONTINUED)
IDLE SPEED SCREW IDLE SPEED CRACK SCREW IDLE MIXTURE SCREW MAIN MIXTURE SCREW

HMSK80-100

BEND LOOP OPEN OR CLOSED TO ATTAIN OPERATING RPM'S
TO INCREASE SPEED - CLOSE LOOP TO DECREASE SPEED - SPREAD LOOP

SNOW KING ENGINES 32

24 Not For Resale SNOW KING ENGINES www.SmallEngineDiscount.com

VERTICAL SHAFT ENGINES

HIGH SPEED ADJUSTMENT SCREW BEND TO INCREASE SPEED BEND TO DECREASE SPEED

TNT 100 VERTICAL ENGINES

TVS 115/LEV ENGINE SPEED CONTROL
TVXL 220 WITH HORIZONTAL SPEED CONTROL 29
STANDARD TVM ENGINE WITHOUT GOVERNOR OVERRIDE 30 33
GOVERNOR OVERRIDE SYSTEM FOR TVM170, 195 AND 220 ENGINES
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. 31).
MAIN MIXTURE SCREW HIGH SPEED ADJUSTMENT SCREW
GOVERNED / NON-GOVERNED IDLE
With the engine throttle set at its lowest speed, set the governed idle at the designated RPM by bending the idle RPM tab or adjusting a screw. Next set the non-governed idle by pushing the bottom of the governor lever away from the control brackets, so the throttle lever contacts the idle speed screw. Hold the lever in this position and turn the idle adjustment screw clockwise to increase or counterclockwise to decrease engine idle speed. The setting on the carburetor screw should be set 600 RPM below the governed idle setting. This setting prevents the throttle plate from closing when going from high speed RPM to low speed RPM. If improperly adjusted, the engine could experience an over lead condition.

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).
THE LARGER THE NUMBER THE SMALLER THE WIRE # 18
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

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

BASIC CHECKS

Before going into extensive checks, be sure to perform the more basic checks first, such as: 1. Battery defective or not charged. 2. Corroded or loose terminals and connections, or wrong connections. 3. Cracked insulation or broken wires. 4. A wire "grounding out" in the system. 5. Defective switch. 6. Operator presence system functioning properly.* *NOTE: ALL LAWN AND GARDEN TRACTORS BUILT AFTER JULY OF 1987 ARE REQUIRED TO HAVE AN OPERATOR PRESENCE SYSTEM AND MANY CAME EQUIPPED WITH SUCH A SYSTEM PRIOR TO THIS DATE. IF THE TRACTOR IS "CUTTING OUT" OR WILL NOT START, THIS IS AN AREA THAT SHOULD BE CHECKED OUT.
TROUBLESHOOTING ELECTRICAL STARTER CIRCUIT FLOW CHART

Starter will not turn

Intermittent starter operation

B + TERMINAL WIRE A.C. YELLOW

D.C. VOLTMETER

With the engine running, the minimum values should read: 2500 R.P.M. - 20.0 Volts A.C. 3000 R.P.M. - 25.0 Volts A.C. 3300 R.P.M. - 26.5 Volts A.C. 3600 R.P.M. - 29.0 Volts A.C. If low or no voltage is experienced, replace the alternator. If the alternator puts out the minimum A.C. voltage, replace the diode.
REGULATOR/RECTIFIER MUST BE GROUNDED
7 Amp Alternator System Regulator-Rectifier External to Engine
CHECKING THE SYSTEM: To check the system, disconnect the D.C. or B+ wire at the switch end and measure D.C. voltage between the lead and ground (diag. 26). With the engine running, minimum values should read: 2500 R.P.M. - 9.0 Volts D.C. 3000 R.P.M. - 11.0 Volts D.C. 3600 R.P.M. - 14.0 Volts D.C. If the minimum readings are noted, system is okay. Check for defective ammeter, wiring, etc. If less than the above readings, disconnect the plug from the regulator-rectifier, and insert the A.C. voltmeter probes in the two outside terminals (diag. 27). With the engine running, minimum values should read: 2500 R.P.M. - 12.0 Volts A.C. 3000 R.P.M. - 14.0 Volts A.C. 3600 R.P.M. - 18.0 Volts A.C. If the minimum readings are noted, the alternator is okay; the regulator-rectifier is defective. If less than the above readings, the alternator is defective. See Chapter 9 for "Disassembly Procedure". 54
7 Amp Alternator System RegulatorRectifier Under Engine Block Housing Models: H50-60, HH50-60, HM70-80-100, HHM80, TVM125-140-170-195-220
In this system, the regulator and rectifier are combined in one solid state unit mounted under the blower housing of the engine. Various types of regulator-rectifiers have been used on different applications. Test procedures for all types are the same. However, regulator styles are not interchangeable (diag. 28). CHECKING THE SYSTEM: An open circuit D.C. voltage check cannot be made with this system. If a known good battery fails to maintain a charge, proceed to make an A.C. voltage test. To do this, the blower housing must be removed, and the regulator-rectifier must be brought outside of the blower housing. Keep the A.C. leads attached to the regulator-rectifier. Install the blower housing with the regulator-rectifier outside the housing. With an A.C. voltmeter probe the regulator as shown (diag. 29) CAUTION: AT NO TIME SHOULD THE ENGINE BE STARTED WITH THE BLOWER HOUSING REMOVED. With engine running, minimum A.C. voltage from lead to lead should be: 2500 R.P.M. - 16.0 Volts A.C. 3000 R.P.M. - 19.0 Volts A.C. 3300 R.P.M. - 21.0 Volts A.C. 3600 R.P.M. - 23.0 Volts A.C. If the minimum readings are noted, the alternator is okay. If the system fails to charge a known good battery, the regulator-rectifier must be defective.

CHAPTER 7 FLYWHEEL BRAKE SYSTEMS
Tecumsehs brake systems provide two methods of meeting compliance standards which has become a federal law as of June 30, 1982. There are two additional methods used by equipment manufacturers that also meet compliance standards and they are as follows: 1. Use of the blade brake clutch in conjunction with either a top or side mounted recoil starter or 12 volt electric starter. The blade stops within three seconds after the operator lets go of the blade control bail at the operator position and the engine continues to run. Starter rope handle is either on the engine or on the equipment handle. 2. Use of a recoil starter (top or side mounted) with the rope handle on the engine as opposed to within 24 inches (60.9 cm) of the operator position. This method is acceptable if the mower deck passes the 360 degree foot probe test. A specified foot probe must not contact the blade when applied completely around the entire blade housing. This alternative can be used with engine mounted brake systems and typical bail controls. The blade stops within three seconds after the operator lets go of the engine/blade control bail at the operator position. Tecumsehs Flywheel Brake system provides consumer safety by stopping the engine and blade within three seconds after the operator releases the engine/blade control bail at the handle of the lawnmower. These systems are available on both recoil and electric start models. The engine stopping time is affected by the engine R.P.M. Consult microfiche card #30, the Plus 1 or Parts Smart Look-Up system, or Service Bulletin #107 to determine the correct engine RPM or blade tip speed.
OPERATION BOTTOM SURFACE SYSTEM
In the stop position with the handle mounted engine / blade control released, the torsion spring rotates the brake lever forcing the brake pad against the underside of the flywheel, actuates the ignition kill switch and on electric start models, opens the starter interlock switch (diag. 1). In order to restart the engine, the handle mounted engine / blade control must be applied. This action pulls the brake pad away from the flywheel, opens the ignition kill switch and on electric start models, closes the starter interlock switch. This will allow the engine to be started by energizing the starter with a starter switch (diag. 2).

BRAKE APPLIED

BRAKE RELEASED

IGNITION SHORTED

SWITCH

UNHOOK TORSION SPRING
SHORT END OF SPRING ALIGN HOLES

Inside Edge

To relieve the brake pressure on the flywheel, compress the spring by moving the lever toward the spark plug, when the hole in the lever aligns with the hole in the bracket, secure the lever with alignment tool 670298 then remove the flywheel (diag. 7). Remove the alignment tool. Release the spring tension by unhooking the short end of the spring from bracket with a pliers. Remove the E clip from the brake pad shaft. Slide the pad lever from the shaft and unhook the link. Inspect the brake pad for dirt, oil or grease contamination. If the pad is contaminated, or if there is less than.060" (1.524 mm) of brake pad material at the pad's thinnest point, replacement is necessary. The brake pad is bonded to the brake lever and must be replaced as an assembly. Rehook the link, install the brake lever and pad assembly, install the "E" clip, rehook the short end of the spring and continue to reassemble the brake system in the reverse order of disassembly.

670298

GROUNDING CLIP
GROUNDING CLIP POSITION LINKAGE
IGNITION GROUNDOUT TERMINAL
Inspect the ignition kill switch grounding clip for proper alignment and contact with the brake arm. Insure that all electrical connections are clean and secure (diag. 8 & 9).
"E" CLIP BRAKE PAD

STARTER INTERLOCK SWITCH

The engine / blade control must close the interlock switch before the starter can be engaged. To check the interlock switch, use an ohmmeter or continuity light to perform a continuity check. Continuity should exist between the two terminals when the interlock switch button is completely depressed. No continuity should exist when the button is released. If the switch fails replace the switch (diag. 10). To replace the interlock switch, carefully grind the heads off of the rivets that fasten the interlock switch to the brake bracket. Remove the rivets from the back side of brake bracket. Use the self-tapping screw supplied with the new switch to make threads in the bracket. Install the interlock switch onto the brake bracket in the proper position and secure the switch to the brake bracket with the machine screws supplied. Be careful not to overtighten the screws as switch breakage can occur (diag. 11).

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

3/4 " (19.05 mm)

MAGNETS
7. Examine the coil and lamination assembly (either internal or external) for cracks in the insulation or other damage which would cause shorts or leakage of current. Make sure the electrical leads are intact, especially where they enter the coil (diag. 18). 8. Check the operation of the coil using an approved tester. Follow the instructions furnished with the test unit or booklets offered by the Tecumseh Products Co. Engine and Transmission Group Service Division. If the coil or lamination assembly is defective, replace as necessary. NOTE: IF LAMINATIONS ARE BAD ON AN INTERNAL COIL ASSEMBLY, THE ENTIRE STATOR BODY MUST BE REPLACED SINCE THE LAMINATIONS ARE PERMANENTLY RIVETED TO THE STATOR. External coils are permanently attached to the lamination and must be serviced as an assembly.

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).

ARROW POINTS TOWARD THE VALVES

WRIST PIN

MATCH MARKS TVM220 PISTON AND ROD

MATCH MARKS

(either location)
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.

EXHAUST

SMALL HOBBING HOLE
COMPRESSION RELEASE MECHANISM
LEV Exhaust Mechanical Compression Release (MCR) Cam Bushing Service (Used in production October 1999)

Removal

1. Place an LEV cylinder in a soft jawed vice and using a nonmetallic mallet, tap a #6 easy-out into the bushing so the easy-out makes a solid contact with the cam bushing. 2. Turn counterclockwise until the easy-out goes into the bushing a sufficient amount so that the bushing can be removed without the easy-out releasing. Spin the bushing counterclockwise with the easy-out while pulling for removal. CAUTION: Cam bushings should never be reused. 3. Blow compressed air down the top main bearing oil galley to the top cam bearing. This will clean any plastic particles that might have entered into the passage from the cam bushing removal procedure. Rinse cylinder in a parts tank, then lubricate the cam bearing pocket with oil. 84

ENGINE SPECIFICATIONS STANDARD POINT IGNITION
All models have point setting of.020" (.508 mm), spark plug gap of.030" (.762 mm), valve seat angle of 460. All U.S. dimensions are in inches.
LAV25, LAV30 TVS75-90 Prior to 8/1987, H25, H30-1982 & Prior Me tric U.S. mm 7.75 1.844 2.3125 2.3135 0.065.004.008

Intake

SPECIFICATIONS
H 30 (1983 Serial no.) Me tric U.S. mm 9.06 1.844 2.5000 2.5010 0.035.004.008.035.045.2807.2817.005.027.8610.8615.9985.9990.8735.8740.4975.4980.4999.5005.8620.8625 2.4952 2.4960.5628.5630.002.005.0005.0035.0040.0058.007.017 1.0005 1.0010.8755.8760 148.50 46.838 63.5 63.525.889.102.203.889 1.143 7.130 7.155.127.686 21.869 21.882 25.362 25.375 22.187 22.200 12.637 12.649 12.675 12.712 21.895 21.908 63.378 63.398 14.295 14.300.051.127.013.089.102.147.178.432 25.413 25.425 22.238 22.250
LAV35, H35 (1982 & prior) Me tric U.S. mm 9.06 1.844 2.5000 2.5010 0.065.004.008.035.045.2807.2817.005.027.8610.8615.8735.8740.8735.8740.4975.4980.4999.5005.8620.8625 2.4952 2.4960.5628.5630.002.005.0005.0035.0040.0058.007.017.8755.8760.8755.8760 148.50 46.836 63.5 63.525 1.651.102.203.889 1.143 7.130 7.155.127.686 21.869 21.882 22.187 22.200 22.187 22.200 12.637 12.649 12.675 12.712 21.895 21.908 63.378 63.398 14.295 14.300.051.127.013.089.102.147.178.432 22.238 22.250 22.238 22.250
H 35 (1983 Serial no.) Me tric U.S. mm 9.52 1.938 2.5000 2.5010 0.035.004.008.035.045.2807.2817.005.027.9995 1.0000.9985.9990.9985.9990.4975.4980.4999.5005 1.0005 1.0010 2.4952 2.4960.5628.5630.002.005.0005.0035.0040.0058.007.017 1.0005 1.0010 1.0005 1.0010 156.03 49.225 63.5 63.525.889.102.203.889 1.143 7.130 7.155.127.686 25.387 25.400 25.362 25.375 25.362 25.375 12.637 12.649 12.675 12.712 25.413 25.425 63.378 63.398 14.295 14.300.051.127.013.089.102.147.178.432 25.413 25.425 25.413 25.425
E C V 100 Me tric U.S. mm 9.98 1.844 2.6250 2.6260 0.035.004.008.035.045.2807.2817.005.027.8610.8615.8735.8740.8735.8740.4975.4980.4999.5005.8620.8625 2.6202 2.6210.5628.5630.002.005.001.004.0040.0058.007.017.8755.8760.8755.8760 163.57 46.838 66.675 66.700.889.102.203.889 1.143 7.130 7.155.127.686 21.869 21.882 22.187 22.200 22.187 22.200 12.637 12.649 12.675 12.712 21.895 21.908 66.553 66.573 14.295 14.300.051.127.025.102.102.147.178.432 22.238 22.250 22.238 22.250
Displacement (in) (cc) Stroke Bore Timing Dim. B.T.D.C. Valve Clearance Valve Seat Width Exhaust Valve Guide Oversize Dim. Crankshaft End Play Crankpin Journal Dia. Crankshaft Mag. Main Brg. Dia. Crankshaft P.T.O. Main Brg. Dia. Camshaft Journals Camshaft Bearings Cylinder & Cover / Flange Connecting Rod Diameter Crank Bearing Piston Diameter Bottom Of Skirt Piston Pin Diameter Ring Groove Side Clearance 1st & 2nd Comp. Ring Groove Side Clearance Bottom Oil Piston Skirt Clearance Ring End Gap Cylinder Main Brg. Cylinder Cover / Flange Main Bearing Diameter

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 143.586112 143.606012 143.606022 143.606032 143.606042 143.606052 143.606102 143.616012 143.616122 143.626012 143.626032 143.626052 143.626062 143.626082 143.626092 143.626102 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 H70-130006 H70-130070 H70-130071 H70-130072 H70-130069 H70-130081 H70-130097 H70-130099 H70-130108 H70-130138A H70-130135A H70-130029A H70-130097A H70-130037A H70-130108A H70-130013A
143.626122 143.626142 143.626152 143.626172 143.626192 143.626212 143.626292 143.626312 143.626322 143.636032 143.636062 143.64152 143.646012 143.646022 143.646032 143.646062 143.646072 143.646082 143.646092 143.646102 143.646122 143.646132 143.646152 143.646172 143.646182 143.646192 143.646202 143.656032 143.656062 143.656102 143.656122 143.656132 143.656152 143.656192 143.656232 143.656262 143.656272 143.665032 143.665042 143.665052 143.665072 143.666012 143.666022 143.666042 143.666052 143.666062 143.666072 143.666102 143.666112 143.666122 143.666132 143.666142 143.666172 143.666182 143.666192 H70-130036A H70-130006A H70-130070A H70-130081A H70-130017A H70-130057A H70-130168A H70-130069A H70-130015A H70-130172A H70-130173A TVXL105-54029B H70-130182A H70-130181A H70-130183A H70-130013B H70-130006B H70-130181B H70-130182B H70-130173B H70-130057B H70-130108B H70-130081B H70-130185B H70-130183B H60-75365K H70-130186B H60-75403K H70-130172B H70-130193B H70-130196B H70-130197B H70-130200B H70-130069B H70-130202B H70-130203C H70-130205C HS50-67062C HS50-67037C HS50-67128C HS50-67135C H70-130097C H70-130206C H70-130207C H70-130193C H70-130197C H70-130202C H60-75420K H60-75426K H60-75411K H60-75404K H60-75398K H60-75403L H60-75437K H60-75438K
143.666192 143.666202 143.666222 143.666242 143.666252 143.666272 143.666282 143.666292 143.666302 143.666312 143.666332 143.666342 143.666362 143.666372 143.666382 143.667052 143.667062 143.667072 143.667082 143.675012 143.675022 143.675032 143.676032 143.676062 143.676072 143.676082 143.676092 143.676102 143.676112 143.676112 143.676122 143.676132 143.676152 143.676162 143.676172 143.676192 143.676212 143.676242 143.676262 143.677022 143.685022 143.685032 143.686012 143.686022 143.686032 143.686042 143.686052 143.686062 143.686082 143.686092 143.686102 143.686122 143.686122 143.686132 143.686132 H60-75438K H60-75439K H70-130200C HH60-105096F H70-130172C H60-75416K H70-130211C H60-75442M H70-130212D H70-130213D HM100-159008B H70-130006C HM100-159011B H60-75445K H70-130205D HS40-55482G HS40-55477G HS40-55212G HS40-55495G HS50-67146C HS50-67149C H50-65398L H70-130219C HM100-159014A HM100-159015A HM100-159016A HM100-159017A H70-130221C H60-75452K H60-75452K H70-130211D H60-75403M HM100-159019A HM100-159020A H70-130172D H70-130224C HM100-159011C H60-75457M HM100-159008C HS40-55363G HS50-67163C HS50-67177C HM70 132007A HM70 132008A HM80-155122E HM80-155121E HM80-155146E H70-130206D HM80-155164E HM80-155170E HM100-159034C H60-75461M H60-75461M H70-130232D H70-130232D